Aerospace America - December 2010 (True PDF

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December 2010
A P U B L I C A T I O N O F T H E A M E R I C A N I N S T I T U T E O F A E R O N A U T I C S A N D A S T R O N A U T I C S
THE YEAR IN REVIEW
2010
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Washington, D.C., taking part in the 2011 Congressional Visits Day Program
is more important than ever. Come to D.C., and share your passion for aerospace.
Let your representatives hear how vital our community is to our national and
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On Wednesday, 16 March, AIAA members will share their passion about
aerospace issues on Capitol Hill.
Join us as we meet with legislators to discuss the importance of science,
engineering, and technology to our national security and prosperity.
AIAA Congressional Visits Day 2011
To register for AIAA Congressional Visits Day 2011
please visit www.aiaa.org/events/cvd, or contact Duane Hyland
at duaneh@aiaa.org or 703.264.7558
10-0527
Aerospace America (ISSN 0740-722X) is published monthly, except August, by the American Institute of Aeronautics and Astronautics, Inc. at 1801 Alexander Bell Drive, Reston, Va. 20191-4344
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December 2010
Adaptive structures 5
Aeroacoustics 19
Aerodynamic decelerators 30
Aerodynamic measurement
technology 17
Aerospace power systems 54
Aerospace traffic management 73
Air-breathing propulsion systems
integration 56
Aircraft design 32
Aircraft operations 33
Applied aerodynamics 21
Astrodynamics 18
Atmospheric and space
environments 23
Atmospheric flight mechanics 22
Balloon systems 28
Communication systems 43
Computer-aided enterprise
solutions 35
Computer systems 42
Design engineering 4
Digital avionics 44
Directed energy systems 74
Economics 37
Electric propulsion 49
Energetic components 53
Flight testing 27
Fluid dynamics 15
Gas turbine engines 46
General aviation 29
Green engineering 68
Ground testing 20
Guidance, navigation, and control 16
High-speed air-breathing
propulsion 57
Hybrid rockets 51
Hypersonic technologies
and aerospace plane 72
Intelligent systems 41
Life sciences 58
Lighter-than-air systems 26
Liquid propulsion 55
Management 38
Materials 8
Meshing, visualization and
computational environments 6
Missile systems 61
Modeling and simulation 24
Multidisciplinary design
optimization 12
Nondeterministic approaches 10
Nuclear and future flight
propulsion 52
Plasmadynamics and lasers 14
Propellants and combustion 50
Sensor systems 45
Society and aerospace technology 36
Software systems 40
Solid rockets 47
Space colonization 64
Space exploration 71
Space logistics 63
Space operations and support 67
Space resources 62
Space stations 69
Space systems 60
Space tethers 59
Space transportation 65
Structural dynamics 11
Structures 9
Survivability 7
Systems engineering 34
Terrestrial energy 48
V/STOL 31
Value-driven design 70
Weapon system effectiveness 66
Cover: The space shuttle is approaching the end of a storied career as 2010 draws to a close. NASAphoto.
THE YEAR INREVIEW
EDITORIAL 3
OUT OFTHE PAST 76
2010 SUBJECT ANDAUTHOR INDEX 78
CAREER OPPORTUNITIES 84
BULLETIN
AIAA Meeting Schedule B2
AIAA Courses and Training Program B4
AIAA News B5
Meeting Program B15
Calls for Papers B19
Invest In The Future
AIAA
NEW HORIZONS
CHALLENGE
How Far Can You See?
To help spur the breakthrough that
changes everything, AIAA has
organized the New Horizons
Challenge, a contest to design
a demonstration competition
of a groundbreaking
innovation.
Winners will be announced at the 2011
Aerospace Sciences Meeting and
New Horizon Forum.
Entry deadline is 13 December.
For entry information and
complete contest rules, please visit
www.aiaa.org/newhorizonschallenge
Stop by the On Air Studio at this years
Aerospace Sciences Meeting and
Share Your Vision with us.
We see aerospace soaring into new
realms of discovery. The next bold
step is waiting over the horizon.
The end of the first decade of the 21st century also marks the dnouement
of one of the most significant eras in the history of human spaceflight. This
months scheduled launch of the space shuttle Discovery will be its last, and
only one or possibly two launches remain for the entire program.
Just a few years after the world held its collective breath as Neil Armstrong
set foot on the Moon, Apollo launches became old hat, and the national interest
waned. As that program ended, the search for a reusable system to replace
Apollo led to various designs and configurations. When trade studies first began
in 1969 between NASA and industry, chief among the requirements were a
fully reusable crew vehicle and launcher and a 14-day maximum turnaround
time. A ceiling of $5.1 billion was set for development of the entire system.
As with all government programs, reality, practicality, and compromise
soon set in. But if the space shuttle that was approved as a national program
by Congress and President Nixon was not the system NASA imagined or the
Defense Department wanted, it was still a magnificent notion.
Less than 10 years after the presidential nod, on April 12, 1981, the first
operational shuttle orbiter, Columbia, was launched into space. STS-1 was
commanded by John Young, a Gemini and Apollo veteran, and piloted by
Robert Crippen, a rookie astronaut.
The history of the space shuttle since that first flight has been one of great
accomplishment and devastating tragedy. The loss of Gregory Jarvis, Christa
McAuliffe, Ronald McNair, Ellison Onizuka, Judith Resnik, Dick Scobee, and
Michael J. Smith aboard the Challenger on January 28, 1986, dealt a body
blow to both the space program and the national psyche. A second shuttle
loss, the Columbia explosion on February 1, 2003, cost the lives of Michael P.
Anderson, David M. Brown, Kalpana Chawla, Laurel Clark, Rick D. Husband,
William C. McCool, and Ilan Ramon and once again cast the fate of the program
in doubt.
But the shuttle and the indomitable astronauts who participated in this
great adventure will also be remembered for remarkable feats of skill and
courage. It is the shuttle and its crews that we have to thank for assembling the
international space station, now complete and set to act as a national laboratory
until at least 2020, and for the breathtaking glimpses of the universe provided
by the Hubble Space Telescope, its optics corrected and its instruments updated
by spacewalking engineers. The list of accomplishments goes on, but the shuttle
will not.
No less significant than the end of the shuttle program is the end, at least
for the moment, of independent U.S. access to space. Once the unrivaled
leader in human space transportation, this country, for at least the next few
years, will become just another paying customer, buying seats on someone
elses ride.
In the growing field of spacefaring nations, the U.S. may no longer
dominate, but there is no doubt that we still have the capability to be the
leader. Nevertheless, unless we firmly support current development efforts,
we may indeed become irrelevant.
Elaine Camhi
Editor-in-Chief
is a publication of the American Institute
of Aeronautics and Astronautics
Elaine J. Camhi
Editor-in-Chief
Patricia Jefferson
Associate Editor
Greg Wilson
Production Editor
Jerry Grey, Editor-at-Large
Christine Williams, Editor AIAA Bulletin
Correspondents
Robert F. Dorr, Washington
Philip Butterworth-Hayes, Europe
Michael Westlake, Hong Kong
Contributing Writers
Richard Aboulafia, James W. Canan,
Marco Cceres, Craig Covault, Leonard
David, Philip Finnegan, Tom Jones, David
Rockwell, Frank Sietzen, J.R. Wilson
Fitzgerald Art & Design
Art Direction and Design
Craig Byl, Manufacturing and Distribution
Mark Lewis, President
Robert S. Dickman, Publisher
STEERING COMMITTEE
Michael B. Bragg, University of Illinois;
Philip Hattis, Draper Laboratory; Mark S.
Maurice, AFOSR; Laura McGill, Raytheon;
Merri Sanchez, National Aeronautics and
Space Administration; Mary Snitch, Lock-
heed Martin; David W. Thompson, Orbital
EDITORIAL BOARD
Ned Allen, Lockheed Martin Aeronautics;
Jean-Michel Contant, EADS; Eugene
Covert, Massachusetts Institute of Technol-
ogy; L.S. Skip Fletcher, Texas A&M Uni-
versity; Michael Francis, United Technologies;
Christian Mari, Teuchos; Cam Martin,
NASA Dryden; Don Richardson, Donrich
Research; Douglas Yazell, Honeywell
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December 2010, Vol. 48, No.11
Flyingintohistory
4 AEROSPACE AMERICA/DECEMBER 2010
The X-51A was a signicant step forward
in proving the viability of hypersonic RBCC
engines. A completely reusable launch system
could someday dramatically reduce the cost of
access to space.
The F-35 Joint Strike Fighter avionics take
signicant advantage of COTS components
and subsystems. The design engineers of the
avionics systems have implemented design
processes that not only satisfy requirements
with todays components but also allow for
faster integration and qualication of future
components because COTS hardware is used.
Taking an MBD approach and using
higher order software languages can enable
the performance of components and their in-
terfaces to be well dened and implemented.
The performance of these parts and subsys-
tems can be veried easily in simulation, and
new components can be evaluated before
they are procured. Along with using standard
interfaces, this approach can reduce the time
it takes to certify new components from three
or four years to as little as six months. This
not only lowers the cost of integrating new
components but also allows rapid insertion of
new hardware to address the major problem
of obsolescence when using COTS hardware.
Rapid prototyping has been a staple of en-
gineering development for more than two
decades now. Advances in materials, speed,
and parts accuracy have transitioned this pro-
cess from just prototyping to low-quantity or
early production parts. Newly developed ma-
terials and processes will be replacing conven-
tional manufacturing for some components
and materials using additive processes. Analy-
sis by companies such as Northrop Grumman
has shown a 35-45% reduction in the total
cost of a part.
Parts made with materials such as tita-
nium, nickel, and aluminum high-perfor-
mance alloys are now being manufactured
with a variety of additive processes. These in-
clude direct metal laser sintering, selective
laser sintering, selective laser melting, and
others. These parts retain the properties of
their conventionally manufactured counter-
parts and can be heat treated and nished us-
ing the same processes. They require little or
no additional machining processes and, in
some cases, can be manufactured with thinner
walls than traditional forgings and castings, re-
ducing component weight. As materials and
additive manufacturing processes continue to
improve, more and more opportunities for
lowering cost and increasing component per-
formance will arise.
Designengineering
Technology advances in design engineering
emerged in many products and design con-
cepts this year. Model-based design (MBD)
and advances in multidisciplinary optimization
have had more inuence on the design pro-
cess, while rapid manufacturing processes
continue to evolve to lower costs and increase
performance of components and systems.
The AFRL/DARPA/Boeing/Pratt & Whit-
ney Rocketdyne X-51A WaveRider, designed
using a multidisciplinary design optimization
(MDO) approach, successfully ew at a speed
of nearly Mach 5 for almost 3 min, powered
by a hydrocarbon-fueled dual-mode scramjet.
Vehicle angle of attack, tail deection angles,
drag, and thrust measured in ight were all
very close to predictions, validating the MDO
design approach used by Boeing.
Looking to the future, an innovative air-
breathing vehicle concept was designed by
Astrox, ASC/XR, AFRL, and Boeing to be
the reusable second stage of a two-stage-to-
orbit launch system boosted by a reusable
rocket rst stage. The second stage is pow-
ered by rocket-based combined-cycle (RBCC)
engines fueled by methane and LOX/hydro-
gen. The vehicle has innovative design fea-
tures such as twin 3D inward-turning inlet
ow paths and engines mounted on the vehi-
cle upper surface to shield them from dense,
high-temperature air during atmospheric en-
try. These features enable the vehicle to avoid
the engine thermal protection and/or man-
agement challenges normally present during
unpowered ight. by E. Russ Althof
AEROSPACE DESIGN AND STRUCTURES
The avionics in the F-35 cockpit
take significant advantage of
COTS components and subsystems.
AEROSPACE AMERICA/DECEMBER 2010 5
reduction, decreased vibrations, and reduced
drag in forward ight. Even the maximum
takeoff weight could be increased by using the
additional twist statically. The German Aero-
space Center has designed, manufactured,
and tested several such active twist blades in
recent years, using MFC (macro-ber com-
posite) actuators integrated into the blade skin
and GFRP (glass ber-reinforced polymer) as
a structure.
The University of Maryland, along with
different branches of the Army, is also work-
ing on blade control of helicopter blades. The
team is developing and testing applications of
pneumatic articial muscle actuators. These
high-performing, lightweight, robust actuators
are proving their effectiveness and scalability
in both high-frequency, on-blade control of
trailing-edge aps for helicopter rotor blades
and low-frequency, heavy-lifting applications
for robotics. DARPA has funded NextGen
Aeronautics to develop an underwater dem-
onstrator vehicle focusing on undulating side-
n propulsion that mimics a cuttlesh.
The Adaptive Structures Team in the Air
Vehicles Directorate is continuing to investi-
gate perching micro air vehicle concepts, hav-
ing completed vehicle simulations using full
3D vortex particle aerodynamics with separa-
tion. Optimal trajectories and trajectory-fol-
lowing control schemes are being studied. Ini-
tial wing mechanisms have been designed and
built, and indoor ight testing on basic non-
morphing vehicles has begun.
Adaptivestructures
NextGen Aeronautics, University of Illinois,
Texas A&M, and NES Technologies are using
a new technique called targeted energy trans-
fer to mitigate the limit cycle oscillation of
transport wings at transonic ight speeds. En-
ergy from a wing bending vibration mode is
transferred to a nonlinear energy sink to re-
duce the oscillation. NASA and Penn State
aerospace engineering researchers are ad-
dressing high-cycle fatigue in turbomachinery
using semipassive, tunable piezoelectric
damping with energy harvesting, which ac-
counts for the effects of high-g environments.
Structural health monitoring technologies
are progressing in many areas. Arizona State
University, funded by AFOSR (Air Force Of-
ce of Scientic Research) along with AFRL
and NASA Glenn, developed and tested a
prognostics health management framework
by integrating online/ofine information with
prognostic tools based on system identica-
tion and Bayesian for structural health moni-
toring. This framework can identify the nucle-
ation of damage at the grain level and track its
growth until structural failure has been estab-
lished. The University of Michigan, sponsored
by NASA, has been characterizing guided
waves for structural health monitoring of com-
posite sandwich structures. Researchers have
used radar transducers for efciently interro-
gating a complete structural surface from a
central location.
Adaptive structures are being used for ow
control and propulsion in the air and at sea.
The University of Michigan has demonstrated
that cellular structural smart material actuator
architectures created by continuous, inter-
locked loops of stranded active material pro-
duce distributed actuation that can actively
manipulate the local surface of the aircraft
wing to improve ow characteristics. The Uni-
versity of Quebec in Montreal, in collabora-
tion with Bombardier Aerospace, Thales
Canada, the Institute of Aerospace Research-
National Research Council, and Ecole Poly-
technique, developed a morphing wing that
has smart material actuators and changes its
shape to reduce the drag and to improve the
laminar ow region on the wing. This morph-
ing wing was successfully controlled in open
and closed loop, using kulite sensors for ow
transition and pressures measurement.
Active twist rotor blades for helicopter
main rotors are needed for individual blade
control. The benets of such control are noise by DavidVoracek
Funded by DARPA, NextGen
Aeronautics conducted a
demonstration of an undulating
side-fin propulsion system that
mimics a cuttlefish.
Active damping is used on the
wind tunnel sting to help increase
data quality.
strated the use of overset grids in a multidisci-
plinary environment for analysis of lm-cooled
turbine airfoil sections. The cooling plenums
internal to the airfoil and the thermal barrier
coating layer were automatically constructed,
and computational grids for the main ow
path, cooling plenums, turbine walls, thermal
barrier coating, and cooling tubes were gener-
ated. Embedded overset grids were used for
the cooling tubes, allowing for arbitrary place-
ment without requiring regridding of the main
ow path, turbine walls, or cooling plenums.
Adaptive mesh renement (AMR) is be-
coming an important tool for improving solu-
tion accuracy. A feature-driven Cartesian
AMR approach for overset grids has been de-
veloped for the Helios ow solver that detects
ow features and introduces high-resolution
Cartesian grids in the identied regions. An
AMR approach using cell renement for tetra-
hedral grids has been used with SUGGAR++
to improve the interpolation stencils within
overset regions by reducing the number of
fringe cells with poor quality interpolation. An
unstructured grid AMR method has also been
developed that resolves turbulent ows by
freezing the viscous layers near the no-slip
wall and adapting away from the boundaries.
Using both solution- and adjoint-based adap-
tation, far-eld ow features were resolved
with no a priori knowledge for both a super-
sonic nozzle plume and a turbulent at plate.
In applying anisotropic AMR in 3D, prob-
lems often arise, such as the loss of anisotropy
and the necessity to limit the minimum mesh
size when discontinuities are present. A con-
tinuous mesh framework based on theoretical
developments demonstrating that a eld of
metric tensors completely models a discrete
mesh, and that the notion of interpolation er-
ror can be well dened, was proposed and
demonstrated.
Terabytes of data can be generated as
mesh size and solution complexity increase,
thereby posing a challenge to the CFD practi-
tioner to identify important ow physics. A
method for extracting ow features concur-
rent to CFD code execution has been devel-
oped using intelligent software agents. This
approach was shown to correctly identify vor-
tex cores throughout solution convergence.
Postprocessing time-dependent data can be
even more daunting. RCAAPS, recently de-
veloped and demonstrated as a component of
Fieldview, enables a user to interactively adjust
the inputs to the acoustic code PSU-WOP-
WOP and easily create time history and spec-
tral plots of aeroacoustic data.
Meshingvisualization
andcomputational
environments
The impetus for developing overset grid meth-
ods, which were introduced 25 years ago, was
the need to reduce the grid-generation chal-
lenges for structured meshes around complex
geometries. Unstructured grid technology has
mitigated the need for this capability some-
what. However, the overset grid methods
ability to generate and assemble grids for bod-
ies in relative motion has proven to be advan-
tageous for unstructured grids as well.
Recently there has been signicant
progress in incorporating unstructured overset
grid capabilities in legacy ow solvers. Using
the DiRTlib overset communication library,
several unstructured grid ow solvers, includ-
ing USM3D, AVUS, and FUN3D, have been
successfully converted to overset grid solvers.
The PUNDIT package provides a similar ca-
pability that handles the grid assembly in addi-
tion to the interpolation and communication
of the overset fringe data.
Recent development of the SUGGAR++,
Overture, and PUNDIT grid assembly pro-
grams enables users to construct overset un-
structured meshes, extending the applicability
of overset technology beyond that of Pegasus
5 and other popular programs that apply to
structured grids only. To provide an interactive
grid assembly capability similar to that of the
Chimera grid tool, an effort was initiated to
develop a prototype graphical interface and a
process that combines grid generation and as-
sembly into one package, adding an initial ca-
pability to the Gridgen software.
A conjugate Navier-Stokes/heat-conduc-
tion design and analysis procedure demon-
by Greg D. Power,
James S. Masters,
and Vincent C. Betro
Vorticity isosurface from a
sphere at a Reynolds number of
800 was solved using the Helios
dual-mesh overset approach.
red surface-to-air missiles impacting the CF6
high-bypass turbofan engine, common on
widebody aircraft. Organizations supporting
program execution include NASA Langley,
the Air Force, the Navy, and General Electric
Engine Company.
The Orion crew exploration vehicle is a
modular manned vehicle conceived and de-
signed for the Moon-based Con-
stellation program and envi-
sioned for use in other
space programs as
well. Orion must pro-
tect its crew during
orbiting, reentry
into Earths atmo-
sphere, and land-
ing. This spring
NASA completed
the Phase-1 safety
review for the Orion
crew capsule. This re-
view covered survivabil-
ity/ safety features such as
the heat shields location behind
a solid structure, and the use of a very tough
coating for protection against high-speed im-
pact by micron-sized solid particles of space
debris and meteoroid dust. In addition to the
numerous thermal tests, arcjet testing was
used for over 100 hypervelocity impact tests
performed to characterize the resulting coat-
ing damage.
Other safety design features of Orion in-
clude use of two separate propulsion systems
in parallel, to withstand leaks or malfunctions,
and duplicate umbilical lines (power and uids)
bundled separately and with sufcient separa-
tion distance.
Survivability
In February the Missile Defense Agency per-
formed two tests using high-energy lasers that
succeeded in destroying two missiles in two
separate trials. Later, there were some unsuc-
cessful tests. The laser, a directed-energy
weapon of multimegawatt strength, is red
from an airborne modied Boeing 747 air-
craft. The laser beam acquires the target and
keeps contact with it for several minutes, long
enough to heat up the missiles solid or liquid
fuel, resulting in an explosion. Efforts are now
under way to use a solid laser instead of the
current chemical oxygen iodine liquid laser, to
reduce the size and weight of the apparatus
used on the 747.
In addition, this spring the Navy tested a
smaller ber-optic directed-energy laser of
about 32-kW power, red from on board a
ship to destroy enemy unmanned surveillance
drones by frying the drone wires, cables, and
control mechanisms, resulting in the drones
eventual loss of control or destruction. At least
four drones were destroyed in these tests.
Clearly, countermeasures for this new lethal
weapon must be developed quickly to reduce
the vulnerabilities of U.S. strategic missiles
and bomber aircraft to unfriendly forces. This
laser weaponry no longer belongs to science
ction; it is now a real threat that will very
likely be faced in the not too distant future.
The Joint Cargo Aircraft, an Air Force/
Army/Navy joint program, completed its live
re test and evaluation (LFT&E) phase. This
included testing for the hydrodynamic ram ef-
fect on the wing structure, and the effective-
ness of the engine nacelle re detection and
suppression systems. These tests paved the
way to authorizing low-rate production.
The Joint Strike Fighter program investi-
gated re initiation and sustainment within the
aircraft undercarriage dry bays. The results of
the investigation were used to ascertain mini-
mum vulnerability to missile fragments. The
results have also been used to identify and rec-
tify deciencies in the re simulation predic-
tion model.
The reliability enhancement and reengin-
ing program of the C-5 Galaxy strategic airlift
plane also completed its LFT&E phase. The
results cleared various issues identied in the
test and evaluation master plan.
This year the Dept. of Homeland Security
and the Joint Live Fire Program Ofce spon-
sored and initiated a comprehensive program
to evaluate the damage caused by shoulder-
by Ameer G. Mikhail, Alex
G. Kurtz, Jaime J. Bestard,
and Meghan S. Buchanan
The C-5 Galaxy completed its LFT&E phase.
A program to evaluate the
damage caused by shoulder-fired
surface-to-air missiles impacting
the CF6 engine, common on
widebody aircraft, was initiated.
conducting extensive research on HexMC, a
high-performance discontinuous (chopped)
carbon ber/epoxy system for primary struc-
tures. Although the raw material cost of these
chopped-ber systems is about the same as
that of the unidirectional prepreg from which
they are derived, their adoption can be justi-
ed by their suitability for molding into com-
plex congurations, lower manufacturing
costs, and higher production rates. The Boe-
ing 787 utilizes HexMC for several structural
applications, including the window frames
and intercostals. The research at UW focuses
on creating a certication methodology based
on the development of material allowables
and analysis methods that can capture the
mechanics of complex structures made of
HexMC.
Among products made of new metallic
materials, nickel-titanium shape memory alloy
(SMA) actuators are being considered for
noise reduction applications on commercial
aircraft. NASA Glenn, under work funded by
the agencys subsonic xed-wing project, is
developing both low-temperature and high-
temperature SMAs for long-term use in air-
craft engines. As part of this activity, long-
term constant load creep test data have been
generated on binary stoichiometric nickel-tita-
nium at temperatures between room temper-
ature and 200 C, with test times in the range
of several months to over a year. Variable
stress and temperature tests, designed to
mimic service conditions, have also taken
place. The results are expected to provide de-
signers and analysts with the valuable long-
term data they need for understanding and
predicting the stability of SMA actuators in
many commercial applications.
In addition, NASA Marshall has recently
fabricated several friction stir welded (FSW)
structural assemblies in support of the Con-
stellation program, including four 18-ft-diam
bulkhead domes and two 27.6-ft-diam barrel
sections. The spun-formed domes were fric-
tion stir welded to forged y rings using a
new self-reacting process completed with a
friction pull plug weld closeout. The FSW
bulkhead domes make up the face-sheets of a
composite structural assembly that forms the
bulkhead between the liquid hydrogen and liq-
uid oxygen tanks on the Ares I upper stage.
Testing of the assemblies will include charac-
terization of the barrel sections for their shell
buckling response at NASA Marshall as part
of an overall NASA Langley-led effort aimed
at characterizing the response of large-scale
launch vehicle components.
Materials
Recent advances in the manufacture and char-
acterization of materials by NASA, DOD, the
FAA, academia, and industry will lead to
lighter and more durable aerospace structures.
In the area of advanced composites,
nonautoclave manufacturing of these materials
continues to be of interest because of signi-
cant cost advantages compared with auto-
clave-based manufacturing. However, compo-
nents made using nonautoclave processing
have lower ber volume fractions and inferior
properties compared with those of autoclave-
cured parts. The Non-Autoclave Manufactur-
ing Technology program is a Boeing/
DARPA/AFRL effort aimed at overcoming
the deciencies of nonautoclave processing.
The goal is to develop large, complex aero-
space-quality components with structural lives
greater than 5,000 hours
while greatly reducing
manufacturing costs.
The initial work fo-
cuses on maturing the
materials, processes, tool
family, and fabricator ex-
perience so that the resin
(Cycom 5320), vacuum-
bag-only prepreg, and a
family of accompanying
materials are ready for
use in service applica-
tions. A manufacturing
demonstration article with
feature-based subcompo-
nents was completed suc-
cessfully in March 2009
with nondestructive and
destructive testing reveal-
ing autoclave-equivalent
physical and mechanical
properties.
Phase-1 additional ef-
fort and Phase-2 plans
are envisioned to mature
the nonautoclave manu-
facturing technology to a
TRL 6 (technology readi-
ness level 6), ready for
transition to prototype,
ight test, and/or produc-
tion use.
In addition, the Automobili Lamborghini
Advanced Composite Structures Laboratory
at the University of Washington (UW), to-
gether with Boeing, the FAA, and Hexcel, is by Edward H. Glaessgen
NASA Marshall uses friction
stir welding to fabricate a
structural assembly for the
Constellation program.
structural model of an insect wing. When
completed, this groundbreaking model could
serve as a baseline for future design studies
and ultimately shed new light on the nature of
insect ight.
Advances in synthesis, manufacturing,
and modeling techniques are continuing to
drive nanocomposite research closer to use in
aerospace structural applications. Research
on carbon nanotube-, silica nanoparticle-,
and nanoclay-reinforced polymer nanocom-
posites has brought insight into the cluster-
ing, damping, interfacial, thermal transport,
electrical transport, and mechanical property
characteristics of these materials. Work at
MIT continues to focus on facile processes for
creating large-scale bulk structured materials
with nanoscale order, to take advantage
(where possible) of nanoscale physics. Multi-
scale methods in modeling crack-tip condi-
tions have continued to improve understand-
ing of the atomic-level behavior of metallic
nanocomposites for use in aerospace struc-
tures. Exploratory research has begun devel-
oping pillared-graphitic structures for im-
proved thermal transport in aerospace
materials. Excellent thermal conductivity and
mechanical integrity are provided in three
dimensions.
AFRL, Trinity University, and the Univer-
sity of Kentucky are studying the FURL (exi-
ble unfurlable and refurlable lightweight) solar
sail payload to learn its capability for dozens
of deployment-retraction cycles on-orbit. A
thin membrane sheet is unfurled and refurled
using a single rotational actuator coupled with
a set of four self-deployable triangular retract-
able and collapsible booms attached to a pe-
rimeter spar structure, each constructed from
a carbon-ber-reinforced polymer. The full-
scale 10-m
2
ight-like prototype has under-
gone environmental deployment testing,
shape surveys, deployment kinematic meas-
urements, and structural analyses in an effort
to demonstrate that this payload is ready to
serve as a propellant-free thrust source for
Earth-orbiting spacecraft.
Structures
NASA Glenn is doing research in upgraded
nanober matrices and their subsequent use in
composites reinforced with conventional
bers, which has produced enhanced com-
posite responses with up to two times the
buckling load and comparable decreases in the
rst natural frequency. These are computed
results only; however, some recent data indi-
cate that the results are reasonable. The im-
plication is that knowledge and judicious com-
putation methods reduce or eliminate exper-
imental data completely.
In a carefully planned extreme test inside
Boeings Everett, Washington, plant, engi-
neers bent the wings of a 787 Dreamliner
ground-test airplane until the load was more
than one-and-a-half times anything the jet will
experience in service, the company says. By
the end of the test, the wing had deected up-
ward from the horizontal by about 25 ft. This
ultimate load wing stress test is a dramatic
milestone in the process of obtaining FAA
certication so the airplane can be used for
passenger ights.
In a similar test in January 1995, Boeing
bent the wings of the 777 beyond ultimate
load until they broke in an explosive burst at
154% of the anticipated in-service maximum
load, destroying the test plane. Unlike the tra-
ditional 777 aluminum wings, the Dream-
liners wings are made of more exible car-
bon-ber-reinforced plastic and would be
expected to keep bending far beyond the cer-
tication mark without breakage.
Could studying the structural properties of
moth wings give the U.S. military a strategic
edge on the battleeld of the future? Re-
searchers at the Air Force Institute of Tech-
nology (AFIT) think so and hope that their
studies will help to realize the Air Forces vi-
sion of operating insect-sized micro air vehi-
cles (MAVs) by 2030. These vehicles, essen-
tially miniaturized ying robots, will be an
order of magnitude smaller than current oper-
ational MAVs. Moreover, unlike their xed-
wing and propeller-driven predecessors, they
will achieve ight by apping their wings. In
fact, if the vision is fully realized, they will so
closely mimic the behavior of their biological
inspirations that they will be able to carry out
operations in plain sight. Having these insect-
like characteristics will make them ideally
suited for covert operations in urban, indoor,
and tight corridor spaces. The AFIT/MAV
team has set out to develop a high-delity by Harry H. Hilton
Boeing engineers bent the wings
of a 787 ground-test airplane
until the load was more than
one-and-a-half times anything
the jet will experience in service.
There is growing use of CFD simulation
models to quantify the uncertainty due to in-
herently random variables using nondetermin-
istic approaches. Such approaches have been
applied to both incompressible and compress-
ible ows, and to internal and external ows.
The desire to extract useful statistical informa-
tion about the ow from simulations has
driven the development of probabilistic meth-
ods to efciently identify the impact of uncer-
tainties on model results. One such example
of uncertainty quantication is SESC (simplex
elements stochastic collocation), based on a
simplex elements discretization of the proba-
bility space and an adaptive grid renement
strategy. This methodology has been demon-
strated in compressible ow and gas turbine
engine applications.
Establishing the credibility of models by
comparing them to experimental data that
also contain uncertainty and variability
requires the use of nondeterministic ap-
proaches. With critical decisions often
made solely on the basis of simulation
results, using engineering judgment
alone to validate a simulation with ex-
perimental data will not be sufcient. A
quantitative comparison of the results is
possible only with nondeterministic
techniques. In the end, the goal of these
simulations is to determine the proba-
bility that the aircraft, or other system,
will perform as desired.
Recognizing the increasing applica-
tion of nondeterministic analysis in
modeling and simulation, the Southwest
Research Institute has developed a new
software tool named CENTAUR (collec-
tion of engineering tools for analyzing
uncertainty and reliability). This soft-
ware is also the probabilistic engine in
the NESSUS (numerical evaluation of
stochastic structures under stress) gen-
eral-purpose probabilistic analysis code.
CENTAUR can be called from many
programming languages and software
programs, making the tools easily accessible
to any simulation.
In addition, Southwest Research Institute,
in collaboration with four major gas turbine
engine manufacturers, released an update to
its DARWIN (design assessment of reliability
with inspection) program for nickel materials
and for surface damage. DARWIN, which is
sponsored by the FAA, is a probabilistic dam-
age tolerance design code for turbine engine
rotor disks that contain undetected material
anomalies.
Nondeterministic
approaches
As modeling and simulation become more im-
portant and are more widely used for devel-
opment, design, and certication of aero-
space vehicles, there is widespread and
growing recognition that the use of nondeter-
ministic approaches is essential.
There is always variability in the inputs of
any simulation. This variability must be cap-
tured as uncertainty in the simulation results
so that the potential for undesirable outcomes
can be quantied and managed. In comparing
the results of a model to a physical experi-
ment, the uncertainty in both the model pre-
dictions and the experimental results must be
considered quantitatively to determine the ac-
curacy of the model.
Nondeterministic approaches are widely
used in the growing area of multiscale model-
ing of materials. Multiscale material models
seek to develop material engineering proper-
ties from the random arrangement of the mi-
crostructure and distributions of the con-
stituent properties. While multiscale modeling
is already being successfully developed using
common materials where variabilities are well
characterized, its real power will be for emerg-
ing engineered materials such as FGMs (func-
tionally graded materials).
by Eric Tuegel
and Shyama Kumari
Colors show the standard deviation of the
transonic pressure field around an airfoil
with uncertain flow velocity.
vehicles. The ExFIT (experimental n tip) pro-
gram, created for this purpose, has generated
a scale model of a wing tip with a vertical sta-
bilizer. These ns were own successfully in
April as the payload on the cadet-built Air
Force Academy FLVIII sounding rocket. The
ns were exposed to a Mach 3+ environment
for 10 sec. The data returned from the n-
mounted sensors will be used for evaluating
numerical models. Future ights will expose
the ns to higher speeds and altitudes.
X-HALE, an 8-m-span UAV developed at
the University of Michigan in collaboration
with AFIT, is an aeroelastically
scaled very exible aircraft. The
objective is to collect data on the
crafts nonlinear aeroelastic re-
sponse in the presence of the six
rigid-body degrees of freedom.
The data will be used for valida-
tion of the coupled aeroelastic
and ight dynamic analyses of
very exible aircraft. Several ight
tests are expected in 2011.
AFIT is investigating the hawk
moth (Manduca sexta) as an ideal
biological species to study for mi-
cro air vehicle (MAV) design prop-
erties. Modeling and frequency
experimentation reveal that the
species has a system identiable
characteristicthe study of a spec-
imen is representative of the
species. The apping of the hawk
moths wing is being studied.
The University of Florida is
developing tools for modeling and controlling
aeroservoelastic systems. This involves pa-
rametrization of the control effectors and op-
timizing their time-varying values to maximize
performance. Flapping-wing MAVs and mor-
phing aircraft are being investigated using
both CFD and wind tunnel data.
Structural dynamics
NASAs 327-ft 1.8-million-lb Ares I-X ight
test vehicle was successfully launched from
Kennedy Space Center on October 28,
2009. This was the rst ight test for an Ares
I crew launch vehicle. Important data were ob-
tained on ascent loads, vehicle control, sepa-
ration, and rst-stage reentry dynamics.
Boeing partnered with NASA Langley, un-
der an Air Force contract, to verify the exible
aircraft structural design process and resulting
joined-wing SensorCraft airframe design. An
actively controlled, dynamically scaled 12-ft-
span model of the aircraft was tested in Lang-
leys Transonic Dynamics Tunnel. The tests,
concluded this year, addressed the issues of
aeroservoelastic stability in the presence of
low frequency modes, gust load alleviation for
buckling stability, and airframe weight. The
support system allowed the model to be own
in the test section with free pitch and plunge
motions.
This year Gulfstream conducted ground vi-
bration tests on its latest agship offering, the
G650 business jet. It is the worlds fastest civil
aircraft and has the longest range of any tradi-
tional business jet. The plane was suspended
on bungee cords in place of the landing gear.
Excitation was through six electromagnetic
shakers attached to each wing tip, horizontal
tail tip, and engine nacelle. For the ight ut-
ter testing of the aircraft, shaker vanes were
attached to each wing tip and horizontal tail
tip. For the entire ight envelope, up to the
maximum dive of 0.99 Mach and maximum
operating altitude of 51,000 ft, no aeroelastic
instabilities were detected. FAA certication is
expected in 2011.
Sandia National Laboratories developed
new techniques for experimental dynamic sub-
structuring and investigated sensor integration
in wind turbine blades. The modal testing
group developed methods to couple experi-
mental modal models with nite-element (FE)
models. Components difcult to model can be
tested to produce experimental models that
are coupled to validated FE models. Sandias
Wind and Water Power Dept. embedded
aerodynamic and strain sensors and ac-
celerometers in Sandia-designed blades and
ew them in the eld. The eld results are sup-
porting aerodynamic and structural modeling
for active blade control and health monitoring.
The Air Force Institute of Technology
(AFIT) is investigating the possibility of incor-
porating vertical stabilizers in reusable launch by Suresh Shrivastava
The first flight test of NASAs
Ares I-X test vehicle provided
important data on ascent loads,
vehicle control, separation, and
first-stage reentry dynamics.
AFIT is studying wing flapping
of the hawk moth as part of
MAV design efforts.
The University of Leeds in the U.K., in
collaboration with Rolls-Royce, has developed
new multidisciplinary optimization capabilities
for solving large-scale problems arising in tur-
bomachinery design. They were successfully
applied to engine design projects with over
100 design variables, extremely large compu-
tational costs per simulation, numerical noise,
and occasional simulation failures.
The Optimal Design Laboratory at the
University of Michigan proposed a novel par-
adigm for design validation during the opti-
mization process. In addition,the team devel-
oped methodologies for allocating consistency
constraints in augmented Lagrangian coordi-
nation, managing reduced representations of
functional responses, and designing hybrid
electric fuel cell vehicles under uncertain en-
terprise considerations.
MIT has developed new Bayesian-based
methods for multidelity MDO. An approach
for managing the delity of disciplinary mod-
els in MDO uses global sensitivity analysis to-
gether with Bayesian estimation theory, while
a provably convergent multidelity optimiza-
tion method is achieved through Bayesian
model calibration and a trust region model
management.
Researchers at Iowa State Universitys Vir-
tual Reality Applications Center are develop-
ing a visual design space exploration tool us-
ing contextual self-organizing maps to rapidly
gain an understanding of the design space and
its properties.
Penn State University and the Applied Re-
search Laboratory are collaborating on the
use of multidimensional data visualization
techniques and trade space exploration to
support product platform design and product
family optimization.
Phimeca Engineering and the French Insti-
tute of Advanced Mechanics in Clermont-Fer-
rand, France, are investigating the use of Krig-
ing surrogate models for the optimal design of
submarine imperfect pressure shells under re-
liability constraints. The challenge is to mini-
mize the computational cost by reducing the
total number of nonlinear nite element analy-
ses while gauging the effect of simplifying as-
sumptions on the nal design.
Finally, researchers at the University of
Bath, U.K., have developed a robust topology
optimization technique offering optimum de-
signs that are less sensitive to variations in
loading conditions. This is implemented using
the level-set approach, which creates and
merges openings to nd the optimum topo-
logical solutions.
Multidisciplinarydesign
optimization
Multidisciplinary design optimization (MDO)
can be dened as a framework of methods
and tools for the optimization of complex sys-
tems involving coupled, often competing, dis-
ciplines. This year, as in previous years, re-
searchers have focused on core issues such as
the reduction of computational costs,
the development of design
space visualization tools, and
uncertainty propagation. It
is also noteworthy that
several collaborations be-
tween academia, industry,
and research centers have
been formed.
The Air Force Research
Laboratory (AFRL) Collabora-
tive Center for Multidisciplinary
Sciences (CCMS), comprising Virginia Tech,
Wright State University, and the University of
Maryland, completed its rst full year in devel-
oping MDO techniques to enable the quanti-
tative technology assessment of three vehicle
concepts: sensorcraft, micro air vehicles, and
supersonic long-range strike vehicles. Techni-
cal and strategic advisory committees, consist-
ing of members from industry, government,
and academia, reviewed and approved the re-
search plans for the joint effort between the
CCMS and AFRL Multidisciplinary Science
and Technology Center.
In the Netherlands, Delft University of
Technology has developed a new knowledge-
based engineering (KBE) modeling system,
called DARWING, to support the MDO of
complex wing systems. DARWING links a
parametric geometry modeling core with a set
of external aerodynamic, structural, and ight
mechanics analysis codes. In collaboration
with the University of Pisa, this framework
has been used to optimize the propulsion and
ight control systems of boxed-wing aircraft.
DARWING was developed using the GDL
KBE system of Genworks International.
Researchers at Queensland University of
Technology, the Australian Research Centre
for Aerospace Automation, and the Interna-
tional Center for Numerical Methods in Engi-
neering are collaborating on advanced evolu-
tionary methods for uncertainty-based MDO.
Their methods use advanced Pareto-Hybrid
Nash games, asynchronous evaluation, multi-
delity models, and parallel computing to
speed up the capture of global solutions. by Samy Missoum
Aircraft design used
knowledge-based engineering
for MDO. TU Delft.
STRATEGY for
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from an unusually deep solar minimum and
transition into an expected maximum of solar
activity in 2011-2012.
There was signicant movement in the
area of laser technology development, where
the continuous trend for the past decade has
been toward electrically powered laser tech-
nology, be it solid-state or gas media. Com-
mensurate with this trend is the AFRL Di-
rected Energy Directorates recent demon-
stration of a owing diode-pumped alkali laser
(DPAL) system, which combines the electri-
cally powered, diode-pumped attributes of
solid-state lasers with the heat transport and
beam-quality attributes of gas lasers. Building
on previous static-cell DPAL demonstrations
by Lawrence Livermore National Laboratory,
General Atomics, the Air Force Academy,
and the University of California San Diego,
the AFRL experiment demonstrates the abil-
ity to ow heat in the gain media away from
the laser resonator region, a critical milestone
for development of this technology.
The eld of aerooptics is seeing consider-
able activity in the areas of in-ight testing,
wind tunnel experiments, and CFD simula-
tion. The DEBI-XFR (directed energy beam
improvement by expanding the eld of regard)
program has teamed AFRLs Air Vehicles Di-
rectorate with Boeing and the University of
Notre Dame. The team is progressing with
experiments and CFD simulations of a quar-
ter-scale turret (a hemisphere on a cylindrical
base type) with a conformal window, explor-
ing active and passive ow control devices.
Suction is being used as a best that can be
done ow control baseline for comparison
with other ow control approaches (devel-
oped by AFRL, Boeing, Georgia Tech, and
Notre Dame) that may offer some integration
advantages.
In recent years some attention has been
directed toward the aerooptic effects of at-
tached turbulent boundary layers, as these will
affect airborne free-space communication sys-
tems. The efforts at Princeton and at Notre
Dame provide examples of the new knowl-
edge developing in this area. Also, new instru-
mentation for measuring aerooptical aberra-
tions as long time-resolved, time series of
wavefronts at very high bandwidth has contin-
ued to develop. Princetons pioneering ap-
proaches of combining lenslet arrays with
high-speed CCD cameras have now become
common tools in the laboratory. While these
devices offer new avenues for studying both
aerooptics and uid mechanics, the real-time
capabilities are still somewhat limited.
Plasmadynamics andlasers
Space plasma heliophysics progressed mark-
edly this year, with growing improvements in
quantitative solar observations and theoretical
understanding of Sun-Earth interconnections.
With so many of societys activities dependent
on space-based infrastructure for everything
from communications to navigation to nan-
cial transactions, these advances are vitally im-
portant to developing forecasting capabilities
that minimize our vulnerability to solar storms,
eruptions, and their disruptive effects.
Most notable was the February launch of
the Solar Dynamic Observatory (SDO) for
NASAs Living With a Star program, as a
complement to its Solar and Heliospheric Ob-
servatory (SOHO) and Solar Terrestrial Rela-
tions Observatory (STEREO) spacecraft. The
rst spectacular images returned by SDO re-
vealed an astounding degree of detail and in-
sight into the inner plasmadynamic processes
of the Sun. Early results show that the mag-
netic eld is more dynamic and dominant than
previously thought. Continued observations
are likely to revolutionize our scientic views,
particularly our understanding of how the
magnetic eld is generated and converted into
solar ares and energetic mass ejections.
Other observational spacecraft now in the
works include Chinas Kuafu space buoy,
which will be stationed at the L1 Lagrange
point to sample the solar wind.
Naturally, these solar observations are pro-
viding an impetus to the development of reli-
able predictive capabilities. Modeling and sim-
ulation of solar activity have long been difcult
because of the thorny physics of solar plasma
and magnetism, factors complicated even fur-
ther by an intricate magnetohydrodynamic
coupling with the Earths magnetic eld. How-
ever, the growing base of observational data
has led to much progress, and we may antici-
pate improved forecasting tools as we emerge
by Ron J. Litchford
and Timothy J. Madden
AEROSPACE SCIENCES
A synthetic emission image from
the SOHO extreme ultraviolet
imaging telescope (EIT Image 304
of Carrington Rotation 2009) is
compared with a data-driven
global 3D resistive MHD simulation
(courtesy University of Alabama,
Huntsville, Center for Space
Plasma & Aeronomic Research).
The bright areas in the middle
and left of the image correspond
to active regions 10486 and
10488, which are associated with
several large flares and coronal
mass ejections.
Australian Defence Science and Technology
Organisation. The ight, involving a cone/cyl-
inder/are payload, gathered data on bound-
ary-layer transition and shock/boundary-layer
interaction for Mach numbers up to 6.5, dem-
onstrating a low-cost approach to obtaining
unique validation data for critical aerodynamic
phenomena that cannot be obtained in exist-
ing ground facilities.
NASA and academic researchers have
made exciting progress in the area of rough-
ness-induced tripping of high-speed boundary
layers, a phenomenon of great importance to
hypersonic ight. A combination of quiet tun-
nel experiments, numerical simulations, and
theory has yielded valuable clues into the
physical mechanisms underlying tripping.
In-ight measurements involving a con-
trolled roughness
element on the
shuttle orbiter wing
are providing com-
plementary valida-
tion data related to
roughness effects
on transition and
turbulence. Labo-
ratory experiments
at Texas A&M and
Princeton Univer-
sity are clarifying
the combined ef-
fects of distributed
surface roughness
and compressibility on turbulence in high-
speed boundary layers. Detailed measure-
ments and visualizations revealed the complex
wave eld generated by the roughness and its
damping inuence on Reynolds stress in the
near-wall region, even leading to a collapse of
these Reynolds stress levels at a Mach number
of 7.2.
Researchers at the University of Illinois at
Urbana-Champaign have shown that low-or-
der models of roughness representative of the
in-service damage to real turbine blades yield
ow conditions almost identical to the fully
rough case. This could prove critical to devel-
oping predictive models for a wide range of
surface damage effects.
Los Alamos National Laboratories per-
formed several large-scale numerical simula-
tions of wind turbine farms. These unique sim-
ulations include effects of surface terrains,
atmospheric boundary layers, and rotating
blades, enabling high-delity predictions for
purposes of wind farm siting and performance
optimization.
Fluiddynamics
This year saw many exciting developments in
uid dynamics over a range of ow regimes
and scales. Of particular interest were accom-
plishments in ow control, supersonic and hy-
personic ow, roughness effects, low Rey-
nolds-number ows, and wind turbines.
Flow control research is becoming more
integrated with ight control and applications
involving unsteady ow and exible wings. In-
vestigators at the Air Force Academy are ex-
ploring ways to use closed-loop active ow
control to modify the spanwise lift distribution
on 3D exible wings. Gust suppression and
energy harvesting techniques for micro air ve-
hicle (MAV) based modern closed-loop control
algorithms are under joint development at the
Illinois Institute of Technology and Caltech.
These efforts have highlighted the importance
of low-dimensional models for separated ow
dynamics and unsteady aerodynamics. Uni-
versity of Florida researchers have highlighted
the importance of 3D effects in ow control
for applications related to cavity ows. The
team has been able to reduce both broadband
and tonal surface pressure components using
open-loop strategies in supersonic ows, as
well as closed-loop strategies in subsonic free-
stream conditions.
The Computational Aerophysics Branch
at AFRL has used ILES (implicit large-eddy
simulations) to investigate the unsteady ow-
eld structure and forced generation of a rap-
idly pitching plate at low Reynolds numbers to
model a prototypical perching maneuver for
MAV applications, as well as deep dynamic
stall phenomena induced by the large-ampli-
tude plunging oscillations of an airfoil. Investi-
gators at UCLA have used a vortex particle
method to simulate the ow eld and force
generated by a rapidly pitching plate at low
Reynolds numbers. They have also developed
a reduced-order model for this ow. LES con-
ducted at AFRL investigated a novel serpen-
tine plasma-based actuation for control of a
low-Reynolds-number airfoil representative of
MAV applications. When used as a tripping
mechanism, plasma actuation created prema-
ture transition to a more fully turbulent state,
thus eliminating time-mean separation and in-
creasing the lift-to-drag ratio by 20%.
The rst research ight under the Hyper-
sonic International Flight Research Experi-
mentation (HIFiRE) project was launched
from Woomera, Australia, in March. HIFiRE
is a collaborative R&D effort by AFRL and the by Michael W. Plesniak
Researchers at Auburn University
used a recently developed flow
visualization system to capture
3D images of a turbulent jet
(Reynolds number 10,200).
Visible are the Kelvin-Helmholtz
instability waves responsible
for the initial formation of
axisymmetric ring vortices near
the nozzle exit, the emergence
of counterrotating streamwise
vortex pairs, and the complex,
nonlinear interaction between
these vortices that leads to fully
developed turbulence in the
far field.
Auto-GCAS features a pilot-activated recovery
system to enable recovery of aircraft in the
event of pilot disorientation, and a time-vary-
ing trajectory prediction algorithm (TPA) to
anticipate a false y-up and synthesize an opti-
mal recovery climb prole. TPA is designed to
operate to minimum clearance requirements
given aerodynamic parameters for the aircraft
and its onboard stores, and the aerodynamic
ight variables.
A typical air combat maneuver (ACM) test
involved an aircraft in nearly inverted ight
wherein bank angle was effectively indetermi-
nate; Auto-GCAS autonomously commanded
a pull-up to recover the aircraft. In low-alti-
tude, high-speed ACM dive tests, the auto-
pilot roll-through logic successfully demon-
strated fast recovery of the aircraft to prevent
aircraft inversion and the required (approxi-
mately 5 g) y-up without false y-ups. Auto-
GCAS also safely and successfully performed
several high-speed, low-altitude (100-150-ft)
strang runs. The software is being tuned to
extend the safe ight corridor to supersonic,
low-altitude terrain-masking ight regimes
through rugged and highly variable terrain.
NASA Langley performed autopilot ight
tests on its GTM (generic transport model) air-
craft, a fully controllable, 5.5% dynamically
scaled remotely piloted, jet-powered aircraft.
Recent ight tests evaluated an L1 all-adaptive
ight controller with a single nominal design
point at an aerodynamic trim condition in the
heart of the normal ight envelope. A test fo-
cusing on the poststall regime demonstrated
that this adaptive autopilot could enable the
research pilot to more accurately obtain and
hold a desired angle of attack.
AFRL recently awarded a program to de-
velop sense and avoid (SAA) technologies for
unmanned aircraft systems (UAS) in forma-
tion ight. The ight tests will demonstrate
sensing of noncooperative intruders and safe
avoidance maneuvers of the UAS formations.
The Missile Defense Agency and the Pa-
cic Fleet successfully executed tests of the
next-generation Aegis ballistic missile defense
weapons system, designed to engage longer
range, more complex target ballistic missiles.
These tests, designed to evaluate detection,
tracking, re control, discrimination, kill-as-
sessment, and reengagement decision func-
tions, involved tracking and simulated engage-
ments with several short-range, separating,
ballistic missile targets. The tests also assessed
sensor and telemetry data from the recently
launched Space Tracking Surveillance System
satellites.
Guidance, navigation,
andcontrol
LISA Pathnder, precursor to the ESA/NASA
Laser Interferometer Space Antenna mission
aimed at the rst in-ight test of gravitational
wave detection metrology, successfully com-
pleted test and validation of its space-based
drag-free control system.
SpaceX successfully drop tested Dragon,
its free-ying reusable spacecraft. A second
demonstration will test the launch and separa-
tion from a Falcon 9 launch platform, the
Dragons guidance and navigation systems,
and the heat shield.
An innovative drag-free attitude control
system has enabled the GOCE (gravity eld
and steady-state ocean circulation explorer)
satellite to map the Earths gravity eld geoids
with unprecedented accuracy. GOCE achieves
drag-free ight by using a rear-mounted elec-
tric ion propulsion system that generates low
thrust in the satellite ight direction. The sys-
tem automatically produces continuous thrust
to compensate for buffeting effects from the
residual air encountered by the satellite in its
250-km-altitude orbit. GOCE also is the rst
spacecraft to y drag free in LEO using elec-
tric propulsion.
Thales Alenia Space-France presented its
baseline attitude and orbit control system de-
sign approach for critical operational modes
requiring ne precision pointing with fully de-
ployed exible appendages. The method uses
H-innity and -analysis techniques for the
design and analysis of exible satellite control
laws. This technique is applied to Thales
telecommunication
satellites that pres-
ent large structural
bending modes be-
cause of exible ar-
rays and fuel slosh.
The technique has
been successfully
deployed and eval-
uated on 15 Space-
Bus4000 telecom
platforms launched
since 2003.
The Automatic
Ground Collision
Avoidance System
(Auto-GCAS) successfully demonstrated the
capability to prevent accidents caused by nui-
sance y-ups in a full range of tactical ying
scenarios on the AFRL/NASA F-16 testbed.
by Luisella Giulicchi,
Daniel Clancy,
and Leena Singh
AEROSPACE SCIENCES
GOCEs innovative drag-free
attitude control system has
enabled it to map Earths
gravity field geoids with
unprecedented accuracy.
Aerodynamic
measurement technology
Researchers at the Laboratory for Turbulence
Research in Aerospace and Combustion
(LTRAC) at Monash University in Melbourne,
Australia, led by Julio Soria, have been collab-
orating with researchers from the Engine
Measurement Techniques group, led by Chris
Willert at the German Aerospace Centers
(DLR) Institute of Propulsion Technology, on
ultra-high-speed Schlieren imaging of super-
sonic jet ows at up to 1 MHz. The work
makes use of recent advances in light emitting
diode (LED) technology that has resulted in
high-power, single-chip devices that provide
luminous radiant uxes exceeding several
watts. Developments at DLR by Willert and by
Boleslaw Stasicki have increased the instanta-
neous light emission of these LEDs, operated
in pulsed current mode to levels comparable
to those of photographic (xenon) ash units,
making them a suitable light source for ultra-
high-speed instantaneous Schlieren imaging.
Unlike commonly used xenon ash units,
an LED can be triggered within tens of nano-
seconds at rise times on the order of 100
nsec, thereby enabling stroboscopic illumina-
tion at megahertz rates. The LED driving elec-
tronics were synchronized to the ultra-high-
speed 1-MHz Schlieren imaging system
developed at LTRAC by Daniel Mitchell,
Adam Risborg, and Soria to provide time-re-
solved Schlieren visualizations of an under-
expanded supersonic jet impinging on a at
plate. Compared to images obtained with a
xenon white light ash, the nearly monochro-
matic green light of the LED results in much
crisper ow features with superior repeatabil-
ity in intensity, without any speckle artifacts
commonly found with laser illumination.
Ronald K. Hansons research group at
Stanford University is providing tunable diode
laser absorption sensor technology for the
new NASA/AFOSR (Air Force Ofce of Sci-
entic Research) Center for Hypersonic Com-
bined Cycle Propulsion at the University of
Virginia, led by James McDaniel and Christo-
pher Goyne. In the rst year, Stanford per-
formed time-resolved gas temperature and
combustion product water vapor measure-
ments with a 250-kHz measurement band-
width in the model scramjet at the University
of Virginia. Stanford also developed a velocity
sensor for precision velocity measurements
and tested it in the Direct Connect Hyper-
sonic Combustor Test Facility at NASA Lang-
by Thomas P. Jenkins
and the AIAA Aerodynamic
Measurement Techniques
Technical Committee
ley. Time-resolved measurements in the
Mach-2 ow quantied the startup time of this
blowdown facility, and spatially translated
measurements have been used to validate
NASAs CFD simulations.
Researchers at Auburn University have
used planar laser induced uorescence of ace-
tone vapor to measure the 2D density eld of
the separated ow behind a hemisphere. In
these experiments, liquid acetone was injected
into the supply stream of a blowdown tran-
sonic wind tunnel. The acetone evaporated,
forming an acetone vapor/air mixture that ex-
panded through the nozzle and into the 4x4-
in. cross section. A UV
laser sheet using the
fourth harmonic output
of an Nd:YAG pulsed
laser was used to induce
uorescence of the ace-
tone molecules, with the
resulting signal being di-
rectly proportional to
the ow density.
JAXA (the Japanese
Aerospace Exploration
Agency) has developed
a magnetic suspension
and balance system
(MSBS) that eliminates
the need for a physical
model support. The
MSBS avoids interfer-
ence due to supports in
wind tunnel tests, re-
vealing the true aerody-
namic characteristics of
the model, especially at
high angles of attack
(AOA) and for large-
scale separated ows.
JAXA succeeded in
demonstrating the worlds rst 6-degree-of-
freedom (6-DOF) force measurement of an
aircraft model at a 15-deg AOA in a 20-
m/sec airow while levitating the wing-body-
type AGARD-B model in a 60x60-cm low-
speed wind tunnel, practically doubling the
previous 6-DOF measurement record of 8
deg AOA. This was accomplished by increas-
ing the power of the drag coil, enabling the
aircraft model to be suspended at up to 35
deg AOA, theoretically. JAXA began research
on the MSBS in 1986, independently devel-
oping the present system, which succeeded in
the worlds rst full 6-DOF simultaneous con-
trol and force measurement. It has been in
practical use since 2000.
A model scramjet
at the University
of Virginia uses
Stanford tunable
diode laser sensors
for monitoring
the temperature
and degree of
combustion
completeness in
the combustor
exhaust.
extended-extended mission (XXM), called the
Cassini Solstice Mission, enables study of the
seasonal and other long-term weather varia-
tions. The 155 orbits of the XXM tour are de-
signed to maximize the number of satellite y-
bys, especially encounters with moons Titan
and Enceladus. The nal phase of the tour is
in many ways similar to the Juno mission at
Jupiter, which would provide unique opportu-
nities to investigate the Saturnian magneto-
sphere and gravity eld in depth. In June, the
Cassini spacecraft performed the lowest Titan
yby of the entire mission at an altitude of
only 880 km.
On April 15, President Obama delivered a
major space exploration speech at Kennedy
Space Center. A new element of his plan is to
launch a human mission to an asteroid by
2025; this would serve as a stepping-stone to
a crewed orbital mission to Mars in the mid-
2030s, with a landing as a follow-up. Because
of this new vision, the astrodynamics aspects
of sending and returning crewed missions to
near Earth objects are being studied closely by
many space organizations.
JAXA launched two missions, Akatsuki
and IKAROS (interplanetary kite-craft acceler-
ated by radiation of the Sun), aboard an H-IIA
202 rocket on May 20. The Akatsuki space-
craft, also known as Planet-C, will arrive at
Venus this month and will study its atmo-
sphere and surface. IKAROS is a solar sail
technology demonstration mission using a
200-m
2
, 0.3-mm-thick polyimide experimen-
tal sail. The sail was successfully deployed on
June 10, making IKAROS the rst fully oper-
ating interplanetary solar sail mission. The
spacecraft, solely powered by sunlight, is cur-
rently on a six-month cruise to Venus.
On June 13, Japans Hayabusa spacecraft
made its glorious return to Earth after a seven-
year journey to the asteroid Itokawa. The
Hayabusa mission is the rst Earth return of a
low-thrust spacecraft. On its return trajectory
the craft surmounted a number of challenging
obstacles and managed to land in the South
Australian Outback while the bus broke into
pieces and created a spectacular reball.
Also in the area of small-body exploration,
ESAs Rosetta spacecraft successfully ew by
asteroid 21-Lutetia, the largest asteroid visited
by a spacecraft, at a distance of 3,162 km on
July 10. The EPOXI (extrasolar planet obser-
vation and deep impact extended investiga-
tion) mission encountered its nal destination,
comet Hartley 2, on November 4. The yby
occurred at a radius of 700 km and comet rel-
ative velocity of 12.3 km/sec. by Ryan S. Park
AEROSPACE SCIENCES
Astrodynamics
In February, a challenging mission to the
Moon was cleared for mission implementa-
tion. NASA approved sending two of the
outer THEMIS (time history of events and
macroscale interactions during substorms)
probes into lunar orbits to make measure-
ments of the lunar wake, magnetotail, and so-
lar wind through 2012. This new mission is
named ARTEMIS (acceleration, reconnection,
turbulence, and electrodynamics of Moon in-
teraction with the Sun), and implementation
was carried out in collaboration with Univer-
sity of California-Berkeley, JPL, and NASA
Goddard. ARTEMIS is the rst mission to
consider placing an Earth-orbiting constella-
tion into a lunar constellation.
Given the limited resources and schedul-
ing, nding a practically feasible mission de-
sign was an extremely challenging task. After
a series of orbit-raising maneuvers at Earth,
both probes followed low-energy transfer tra-
jectories into Lissajous orbits around Earth-
Moon Lagrange points. After lunar orbit in-
sertions, targeted for April 2011, the probes
will orbit the Moon for 18 months. This will
be followed by controlled crashes of both
probes onto the lunar surface.
Also in February, NASA announced the
second extension of the international Cassini-
Huygens mission to explore the Saturnian
system until 2017, the time of summer sol-
stice in Saturns northern hemisphere. The
The Hayabusa capsule, which
returned to Earth after a
seven-year journey to asteroid
Itokawa, is seen on the right,
leading the debris and
disintegration of the spacecraft.
Courtesy JAXA/NASA.
ARTEMIS, which will orbit the
Moon for 18 months beginning in
April 2011, followed a low-energy
transfer trajectory. Courtesy
UC-Berkeley/NASA Goddard/JPL.
transducers than are traditionally used by xed-
array techniques.
With support from NASA, University of
Illinois at Urbana-Champaign researchers per-
formed the rst-ever computational optimal
aeroacoustic control of a turbulent Mach-1.3
jet. The team used an adjoint-based optimiza-
tion methodology with LES. The controlled jet
was 3.0 dB quieter in the peak radiation di-
rection without increasing the sideline radi-
ated noise. Experimental verication of the
predicted controllers performance is planned.
Cavity noise control efforts advanced on
many fronts. Digital Fusion, Kord Technolo-
gies, and the University of
Tennessee Space Insti-
tute, with support from
AFRL, investigated a
modied rod-in-crossow
device in cavities repre-
sentative of the F-35
weapons bay, using direct
eddy simulations and ex-
periments. Initial results
indicate that the modied
device would be effective
even in the supersonic
regime. Resesarchers at the University of
Florida, with support from AFOSR, investi-
gated the effects of open- and closed-loop
control on the cavity ow eld. Open-loop ex-
periments using steady leading-edge blowing
showed nearly 50% reductions in unsteady
pressure uctuations at Mach 1.4 conditions.
Closed-loop studies on subsonic (less than
Mach 0.6) conditions used a zero-net mass-
ux piezoelectric actuator array with different
feedback control algorithms, achieving about
20% reductions.
In the area of rocket noise, NASA Mar-
shall characterized the ballistic prole, ignition
transient, internal acoustics, and far-eld
acoustic pressure response of several full-scale
solid rocket motors including Ares I-X,
SRTMV-N1, and the RSRMV-DM2. Ares I
scale-model acoustic test (ASMAT) testing,
which began this year, is a 5% subscale test
series that uses 18 rocket-assisted takeoff
(RATO) solid rocket motor test rings. Each
vertical ASMAT test incorporates over 120
high-frequency acoustic instruments to cap-
ture internal motor, ground, and liftoff
acoustics; ignition overpressure; and spatial
correlation measurements for source location.
Data from these tests will be used to deter-
mine full-scale acoustic launch environments
and corresponding sound suppression sys-
tems for NASA Kennedy.
Aeroacoustics
This year the war on noise advanced the
physical understanding, prediction, and reduc-
tion of aerodynamically generated noise.
Future aircraft concepts with aggressive
technology goals continued to mature. NASA
Langley, in collaboration with Boeing, UC
Irvine, MIT, and United Technologies Re-
search Center (UTRC), is preparing for aero-
dynamic and acoustic testing of the hybrid
wing body concept. The design shows poten-
tial for producing cumulative noise reductions
of up to 42 EPNdB (effective perceived noise
decibels) and consuming 25% less fuel than a
Boeing 777. Wyle Labs conducted a study
and recommended a research plan to assess
the complex human response to low-fre-
quency and infrasonic noise generated by the
NASA-designed large civil tiltrotor.
NTS (National Technical Systems), Russia,
and Boeing explored the fundamentals of air-
frame noise predictions on a rudimentary
landing gear model. The model was one of
four problems at the rst Benchmark Prob-
lems for Airframe Noise Computations work-
shop. Noise calculations via CFD simulation
and the Ffowcs Williams-Hawkings method
did not conrm the expected dominance of
wall-pressure contributions at low Mach num-
bers. Experimental and computational investi-
gation continues.
Jet noise research on source identication
and modication attracted signicant interest.
UTRC investigated modications of large-
scale turbulence structures by chevron-type
nozzles for subsonic and supersonic heated
ows. Flight effects for supersonic nozzles at
freestream Mach numbers up to 0.4 expand
on available classical databases. General Elec-
tric demonstrated large eddy simulation (LES)-
based design differentiation capability over a
range of subsonic nozzle congurations at the
LES for Jet Noise Prediction workshop at
NASA Glenn. CRAFT Tech used LES for pre-
dicting supersonic jet noise at takeoff/landing
for carrier-borne strike aircraft. The simula-
tions agreed with test data including observed
twin screech tones and broadband associated
shock noise.
ATA Engineering developed a continuous-
scan acoustical holography system, with sup-
port from AFRL. Experiments conducted at
Penn State demonstrated that the new con-
tinuous-scan signal processing can deliver ef-
fectively innite spatial resolution, enabling
high-frequency measurements using fewer
by David Alvord
and AbrahamMeganathan
An ASMAT horizontal RATO
motor characterization test is
conducted at NASA Marshall.
AEROSPACE SCIENCES
placing the refrigeration plant and heat ex-
changer for the Icing Research Tunnel) were
also begun and funded as part of the Ameri-
can Recovery and Reinvestment Act program.
At Aerospace Corporation, a new state-of-
the-art turbopump cavitation test facility was
commissioned. This new water ow facility re-
cently completed qualication testing using a
quarter-scale model of the space shuttle main
engine low-pressure oxidizer pump and is now
fully operational and available for testing.
The Aerodynamics Laboratory of the Na-
tional Research Council Canada upgraded its
0.9-m 3/4-open-jet, closed-circuit wind tun-
nel. This will allow aeroacoustic testing to be
performed in conjunction with the labs cur-
rent aerodynamic capability for aerospace and
automotive applications.
The Hypervelocity Wind Tunnel 9 at the
Arnold Engineering Development Center in
White Oak, Maryland, successfully returned to
service after a renovation of the main tunnel
controller and the installation of a new state-
of-the-art digital control room. The tunnel also
implemented a global heat-transfer measure-
ment system that can operate simultaneously
with traditional measurement techniques dur-
ing a continuous-pitch sweep and does not
signicantly increase the test programs sched-
ule or cost. The resulting global heat-transfer
maps offer considerable insight into the aero-
thermal environment experienced by the test
article.
In the U.K., the Aircraft Research Associ-
ation developed a highly productive pressure
sensitive paint (PSP) capability for its 9x8-ft
Transonic Wind Tunnel over the full Mach
number range. Compared with conventional
pressure measurement techniques, PSP pro-
vides noncontact, full-eld measurements on
complex aerodynamic surfaces with high spa-
tial resolution.
Meanwhile, researchers from NASA Lang-
ley, Ohio State University, and the University
of Iowa implemented a novel megahertz-rate
laser-based measurement system in Langleys
Mach-10 tunnel to obtain global qualitative
and quantitative measurements of the ow-
eld structure in hypersonic ows.
A team from the Japan Aerospace Explo-
ration Agency used state-of-the-art CFD
methods to determine the optimum spacer
height required in a half-model wind tunnel
test. This nal example is typical of the grow-
ing integration of high-end computational
tools with ground test techniques around the
world, offering exciting new possibilities to the
ground testing community.
Groundtesting
This year has seen signicant progress in test-
ing capabilities at major ground test centers.
New facilities have been commis-
sioned to address specic testing
needs, and existing facilities have
been upgraded to provide cus-
tomers with more data while main-
taining or reducing overall test
costs. In addition, facilities around
the world have continued to de-
velop new testing methodologies
and measurement techniques to
enhance understanding of ow
physics and to provide engineers
with greater insights into the per-
formance of their test articles.
Despite these positive develop-
ments, a combination of uncertain workloads,
limited budgets for maintenance, and an aging
infrastructure have continued to erode the
availability of state-of-the-art ground test facil-
ities throughout the U.S. The list of defunct
facilities has grown with the decommissioning
of the Langley Full-Scale Tunnel and the dem-
olition of the North American Trisonic Wind
Tunnel, which closed in 2007. Representa-
tives of NASA, DOD, and U.S. industry are
continuing discussions to address the decline
of existing test infrastructure.
At NASA Glenn, the open rotor propul-
sion rig, originally conceived in the 1980s,
was refurbished to help industry develop new
engines based on unducted turbofan technol-
ogy. In addition, the Altitude Combustion
Stand began operation. This new state-of-the-
art facility is capable of testing gaseous hydro-
gen, gaseous oxygen, liquid hydrogen, liquid
oxygen, and liquid methane rocket engines up
to 2,000 lb thrust and rocket chamber pres-
sure to 1,000 psia. Two major test facility en-
hancement projects (adding icing capability to
the Propulsion Systems Laboratory and re- by JulienWeiss
Cavitation of the space
shuttle main engine LOX
inducer is observed under
off-design conditions.
An Aerojet 100-lbf engine
undergoes testing in the
NASA Glenn Altitude
Combustion Stand.
tional research and
engineering acquisi-
tion tools and envi-
ronments) program
was established in
FY08 to enable ma-
jor improvements in
engineering design
and analysis pro-
cesses. The pro-
gram seeks to de-
velop and deploy
scalable, multidisci-
plinary physics-
based computa-
tional engineering products for the design and
analysis of ships, air vehicles, and RF anten-
nas. CREATE is a multiinstitutional, multiser-
vice, multiagency, and multidisciplinary pro-
gram with participation by the Navy, Air
Force, Army, OSD, industry, and academia.
The Air Vehicles program, CREATE-AV, re-
leased two products in FY10, the xed-wing
design tool KESTRELv1.0, and the rotorcraft
design tool HELIOSv1.0.
NVIDIA and other graphics hardware ven-
dors have invested in GPUs (graphics pro-
cessing units) that are designed to be mas-
sively parallel accelerators to conventional
CPUs. Recent GPU performance achieve-
ments for aerodynamics applications have
been reported by several noted organizations
including BAE Systems, George Mason Uni-
versity, Stanford, Oxford, and Cambridge.
Growing interest in GPUs for CFD is evident
from the increasing number of relevant pa-
pers at conferences. Commercial software has
progressed, and practically every major soft-
ware vendor has a GPU initiative, with some
having released products this year.
The Boeing 787-8 ight test program has
validated several innovative aerodynamic
drag-reduction technologies, including a trail-
ing-edge variable camber system designed to
optimize the loading of the wing, nacelle cowls
designed for natural laminar ow and re-
duced viscous drag, and a simple-hinged
flap combined with drooped spoilers.
A new approach for predicting boundary-
layer transition in CFD analysis and design of
laminar ow aircraft has been developed at
NASA Langley. Called MATTC, this empirical
method gives detailed information on bound-
ary-layer modal growth, but with greatly re-
duced computational resources relative to ex-
isting methods. It is currently being extended
and evaluated in a cooperative effort with the
DLR in Germany.
Appliedaerodynamics
The NASA Common Research Model (CRM),
used in the Fourth Drag Prediction Workshop
(DPW-IV, http://aaac.larc.nasa.gov/tsab/cfd
larc/aiaa-dpw/) was tested in NASAs Na-
tional Transonic Facility and 11-ft Wind Tun-
nel. Preliminary results were presented at the
28th Applied Aerodynamics (APA) Confer-
ence. Predictions from DPW-IV participants,
summaries, and statistical results were offered
in three dedicated sessions. A special CRM
experimental data session will take place at
the 49th Aerospace Sciences Meeting next
January. As a continuation of DPW-IV work,
a NASA/Boeing effort extended grid rene-
ments beyond 2 billion points, validating that
CFD processes are capable of handling the
growth of production-class CFD simulations
for many years.
The High Lift Prediction Workshop (Hi-
LiftPW) was created to assess the numerical
prediction capability of CFD technology for
swept medium/high-aspect ratio wings in
landing/takeoff congurations, develop mod-
eling guidelines, and advance the understand-
ing of high-lift ow physics. The rst work-
shop (HiLiftPW-1, http://hiliftpw.larc.nasa.
gov), colocated with the 28th APA Confer-
ence, used the open NASA trap wing congu-
ration. It attracted 21 participants from eight
countries and 18 organizations. Trends due to
ap angle were analyzed, and the effects of
grid family, grid density, solver, and turbulence
model were addressed. A statistical analysis of
the CFD collective results was performed.
In an effort concluding last spring, NASA
funded six industry/university teams to exam-
ine transportation scenarios, advanced aircraft
congurations, and revolutionary technology
for commercial aircraft of 2030 and beyond.
The purpose was to foster innovative ap-
proaches to achieve vast gains in efciency
and reductions in environmental impact.
NASA will use the dened technology suites
and development roadmaps to prioritize fu-
ture research. A team led by Boeing used a
portfolio of ideas to reduce fuel burn by more
than 70%. Likewise, a team headed by MIT/
Aurora/Pratt & Whitney presented a low-
noise aircraft concept estimated to meet fuel
burn, emissions, and eld-length goals. Super-
sonics teams, led by Boeing and Lockheed
Martin, identied innovative airframe shaping
as a viable approach to achieving acceptable
sonic boom.
The DOD 12-year CREATE (computa-
by AndrewMcComas
and Stephen LeDoux
A Boeing-led team used a
portfolio of innovations to
design an craft that could
provide a 70% increase in
fuel economy.
SPT15 turbofan engine intended to power
the X-48C in 2011.
AeroVironment successfully completed
the rst ight of the Global Observer strato-
spheric unmanned aircraft system from Ed-
wards AFB in August. The aircraft ew the ini-
tial 1-hr ight on battery power as a precursor
to later ights using the hybrid liquid-hydro-
gen/electric propulsion system. Global Ob-
server is designed to y at altitudes of 55,000-
65,000 ft for durations of ve to seven days
and serves as a platform for communication
and sensor payloads.
Northrop Grumman was awarded $517
million to develop up to three long-endurance
multi-intelligence vehicle (LEMV) systems for
the Army. LEMV is a new hybrid airship
weapons system and will be deployed in Af-
ghanistan in 2011.
The Navy UCAS-D X-47B completed its
slow and medium-speed taxi tests at Northrop
Grummans production plant in Palmdale,
Calif. It is currently undergoing preparations
for its rst ight at Edwards AFB this month.
NASA Global Hawk completed four sci-
ence ights over the Pacic Ocean in April as
part of the Global Hawk Pacic mission, a
joint NASA-NOAA project with Northrop
Grumman support. Fitted with 11 science in-
struments, the craft acquired and transmitted
data that have not previously been accessible
through either manned ights or satellites.
The ights also marked the rst time a Global
Hawk has own as far as 85 north latitude.
On September 2, the UAV supported a
science research ight over Hurricane Earl to
better understand how tropical storms form
and develop into major hurricanes.
Solar Impulse, the rst manned airplane
designed to y continuously without fuel, per-
formed its maiden ight on April 7 and ew
for 26 hr solely on solar energy. The nal goal
of this project is to demonstrate the potential
of renewable energy by a ve-stage ight
around the world in 2013.
by Mujahid Abdulrahim,
Bruce Owens,
Peggy S. Hayes,
and Michael Kisska
AEROSPACE SCIENCES
Atmospheric flight
mechanics
NASA completed the rst pad abort ight test
of the Orion launch abort system (LAS) on
May 6. The test met the ight test objectives,
including propelling the crew module a safe
distance away from the launch pad and assess-
ing the stability and control characteristics of
the launch abort vehicle. The test also deter-
mined the performance of the abort, jettison,
and attitude control motors within the LAS,
demonstrated the abort event sequencing, and
obtained structural loads and acoustics data at
the LAS and crew model interface.
Orions LAS provides an emergency es-
cape system for the crew if a life-threatening
issue arises either on the launch pad or during
the vehicles ascent to orbit. The abort ight
tests use uncrewed vehicles, although the vehi-
cles have outer mold lines and mass properties
similar to those of the production Orion crew
module and LAS. Data from the abort ight
tests will allow NASA to validate key abort
models for LAS performance, parachute sys-
tem performance, separation aerodynamics,
and separation mechanism performance.
Boeing completed Flight 80 of the X-48B
on March 19 and its stated Phase-1 ight test
objectives. The program achieved edge-of-
envelope maneuvers, including stalls, side-
slips, and departure limiter assaults. A nal re-
port was drafted and submitted to NASA and
AFRL customers on May 28, and a Phase-1
technical out-brief took place on August 5.
The X-48B ight vehicle and ground con-
trol station (GCS) began an extensive mainte-
nance and upgrade program that includes a
continued airworthiness structural inspection,
installation of an upgraded ight control com-
puter, overhaul of the parachute and recovery
systems, as well as software upgrades for both
the aircraft and GCS.
The X-48B resumed ight tests with a
checkout ight in September to perform its
Phase-1.5 follow-on test maneuvers, including
single-surface parameter identication evalua-
tions and a ying testbed evaluation of the
The Global Observer approaches
its landing site at Edwards AFB
during its first flight. Copyright
AeroVironment.
satisfying test objectives and restoring the
chambers thermal test capability.
Scientists at NASA Marshall and the Air
Force Research Laboratory, using data from
the oating potential measurement unit on
the ISS, have shown that charging events av-
eraging less than 1 min in duration sometimes
occur when the ISS is coming out of eclipse.
Atmospheric
andspaceenvironments
McGill CFD Lab and Newmerical Technolo-
gies International intensied their develop-
ment of 3D in-ight icing tools embedded into
the system now known as FENSAP-ICE. They
have developed a truly unsteady in-ight ice
accretion methodology that dispenses with de-
ciding how many time intervals to take during
ice accretion. In addition, the two groups have
developed reduced-order models to analyti-
cally explore the entire FAA In-Flight Icing
Certication envelope and identify worst-case
icing and worst-case performance conditions
using only a few 3D simulations. Finally, they
have demonstrated arbitrary Eulerian La-
grangian mesh movement algorithms that
permit the calculation of long-time ice accre-
tion without the need for remeshing.
NASA and the Instituto Nacional de Tc-
nica Aeroespacial (INTA) in Madrid conducted
an experiment to obtain droplet breakup data
on an airfoil conguration. The experiment
used an airfoil model in the rotating rig test
cell at INTA along with a monosize droplet
generator. High-speed imaging was used for
observing the interaction between the droplets
and the airfoil as well as droplet deformation
and breakup. Tracking software was used to
measure the droplet displacement and calcu-
late velocity and acceleration. The velocity
and acceleration, together with experimental
values of the air velocity at the locations of the
droplets, were used to calculate the Weber,
Reynolds, and Bond numbers and drag coef-
cients along the droplet path. This is the rst
time that a systematic study of droplet defor-
mation and breakup has been conducted for
droplets approaching the leading edge of an
airfoil, and the rst time that the important
parameters have been directly measured
and/or calculated along the path of the
droplets from initial deformation to breakup
and contact with the airfoil.
A checkout test was conducted in the
Arnold Engineering Development Centers
Mark 1 thermal vacuum chamber to complete
reactivation of the liquid nitrogen (LN
2
) cooling
system. The Mark 1 is a 42-ft-diam, 82-ft-high
space environment simulation test chamber.
The requirement for the shroud cooldown was
to provide a test environment that was cooler
than 100 K, and temperatures as low as 86 K
were achieved. An infrared camera was used
to view the progression of LN
2
through the
cooling panels. The checkout was successful in
by Dustin Crider
and the AIAA Atmospheric
and Space Environments
Technical Committee
The Mark 1 thermal vacuum
chamber, viewed from the top,
is a 42-ft-diam, 82-ft-high space
environment simulation test
chamber.
The events may be of high amplitude and
seem to be caused by abnormally high elec-
tron current collection on ISS conductors
when adjacent insulators are as yet uncharged
by the daytime plasma. The events also seem
to be affected by the earthly weather condi-
tions at the point where the Sun is rising for
ISS. Partly cloudy conditions may lead to
complex charging signatures in time, with
clear patches leading to a high, open-circuit
voltage and corresponding to charging peaks
in the oating potential probe output on the
measurement unit.
AIAA has published an updated version of
the Guide to Reference and Standard Atmo-
sphere Models as AIAA-G-OO3C-2010. This
document provides a summary for more than
78 national and international reference and
standard atmosphere models. The guide has
been used extensively as a source document
for information on models pertaining to aero-
space engineering applications. It includes
new contributions solicited from several model
developers, both national and international.
(Copies may be obtained at www.aiaa.org
without charge to AIAA members.)
AEROSPACE SCIENCES
will help guide efforts to develop additional
training methods and technologies, both in
simulation and on board the aircraft, that may
reduce the number of LOC-I accidents.
To improve safety, ICATEEs training and
regulations working group is developing
strategies that may include additional ight
training and other regulatory changes for
early career pilots, as well as changes in the
training aids themselves.
As air trafc management is being dened
in the Next Generation (NextGen) program,
simulation is playing a large role in the estab-
lishment of the system requirements. It will
also play an important role in the testing of
the new guidance algorithms that will enable
NextGen.
In addition to its work in support of avia-
tion safety, the simulation industry continues
to develop more cost-effective simulation ca-
pabilities based on commercial-off-the-shelf
products, particularly for visual systems.
Greater use of the growing capabilities of
GPUs (graphical processor units) is increasing
the overall capabilities and delity of simula-
tion. High-rate LED at panel displays also of-
fer the possibility of further reducing visual
system transport delays. Continuing research
focuses on increasing the delity and training
transfer of simulation motion systems.
Areas where the aerospace simulation in-
dustry has seen improvement, such as predic-
tive modeling, motion control, human percep-
tion and action, and system design, are also
seeing increased spinoffs to other sectors.
These include telerobotic surgery, rehabilita-
tion research, and solutions to help the dis-
abled and injured. A major facility for these ac-
tivities is the Toronto Rehabilitation Institute.
Modelingandsimulation
Aviation safety experts are turning to the
modeling and simulation community for help
in reducing loss of control in ight (LOC-I) ac-
cidents, the leading cause of aviation fatalities.
Multiple government agencies and interna-
tional organizations, including the AIAA Mod-
eling and Simulation Technical Committee,
have partnered to form the International
Committee for Aviation Training in the Ex-
tended Envelopes (ICATEE). This group has
taken a dual-stream approach to addressing
both short-term and long-term solutions to the
problem of LOC-I accidents: The ICATEE
training and regulations group has created a
training matrix that identies the requirements
for improving pilot awareness, recognition,
avoidance, and recov-
ery as part of their skill
sets. The intention is
to take a graduated
approach to incorpo-
rating these recom-
mendations and to use
existing hardware as
much as possible as
well as advanced tools
for academic training.
ICATEEs research
and technology group
has been reviewing
training device delity
with a particular focus
on the aerodynamic
databases in the ex-
tended envelope. The
group has also been making recommenda-
tions that could improve the realism of ight
training within the cockpit environment itself.
One major current shortcoming is the abil-
ity of simulator-based scenarios to reproduce
the surprise factor during training. While tech-
nology can help to increase the realism of the
simulator, even safety-critical events become
mundane when they recur during training.
Thus the role of the instructor and the devel-
opment of appropriate scenarios are both
helpful.
Another area of great interest is the delity
of the simulation atmosphere inside the
cockpit. Both type-specic and generic sce-
narios based on real events are being created
for use in simulation training. These scenarios
are intended to provide more realistic work-
load and increase the surprise factor in train-
ing. The research working group of ICATEE
by the AIAA Modeling
and Simulation
Technical Committee
ICATEE has been making
recommendations that
could improve the realism
of flight training within
the cockpit environment.
Aircraft Design: A Conceptual
Approach, Fourth Edition
Daniel P. Raymer
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analysis, sizing, and trade studiesin the same manner seen in industry
aircraft design groups. Interesting and easy to read, the book has almost
900 pages of design methods, illustrations, tips, explanations, and
equations, and has extensive appendices with key data essential to
design. The book is the required design text at numerous universities
around the world and is a favorite of practicing design engineers.
Raymerimplies that design involves far more than drawing a pretty shape
and then shoe-horning people, engines, and structural members into it. It
involves art. Raymers book covers not only aerodynamics, stability, and
stress analysisbut also the interstitial stuff about general arrangement
and the interplay of competing design considerations that are really the
grout that holds a design together.
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pod, Delta Hawk, for retrot on the A-170
airship. A new Lightsign and an A-60R en-
gine upgrade are under development. The
ABC-built Navy MZ-3A was own from
Yuma, Arizona, to Mobile, Alabama, to assist
in monitoring the Gulf of Mexico oil spill.
TCOM LP has developed a new tactical
aerostat system designated 22M. It will carry
double payloads at twice the altitudes and
twice the power of the 17M tactical used in
Iraq. TCOM has been awarded contracts for
13 of the 22M systems.
Lockheed Martin received a $133-million
contract for eight aerostat persistent threat
detection systems (PTDS) in October 2009.
They will be used in Afghanistan and Iraq. ILC
Dover will have delivered a total of 40 PTDS
envelopes to Lockheed Martin by the end of
this year. In addition, ILC Dover will deliver
420,000-ft
3
and 275,000-ft
3
aerostats for
Tethered Aerostat Radar Systems supplied to
Lockheed Martin.
Airship Ventures, based at the former Mof-
fett Field Navy base, assisted scientists from
the SETI Institute and NASA in studying the
salt ponds and microscopic organisms in San
Francisco Bay during October 2009. In May
of this year the NT-07 ew from Moffett Field
to San Diego to establish a new class record
for the 10-hr, 459-mi. ight.
Sanswire took receipt of its 111-ft STS-
111 (Stratellite) multisegmented airship from
the TAO organization in Germany. Sanswire
has developed its 126-ft SkySat for testing
and demonstration to potential customers by
Global Telesat.
Digital Design and Imaging Services has
built a balloon-supported 9-Eye camera,
which it uses for documenting surveillance
tower placement.
Lighter-than-air systems
The Army Space and Missile Defense Com-
mand awarded Northrop Grumman a $517-
million contract to develop three LEMV (long
endurance multiintelligence vehicle) hybrid air-
ship systems. The basic LEMV performance
requirements include a three-week endurance,
an optionally unmanned, 20,000-ft operating
altitude, a 2,500-lb payload, 16 kW of pay-
load power, an 80-kt dash speed, and a 20-kt
stationkeeping speed. A ve-year period of
test and support will include delivery in 18
months, followed by test and demonstration in
Afghanistan.
Other members of the development team
include Hybrid Air Vehicles in the U.K., which
has been testing a one-sixth-scaled version;
ILC Dover, which will fabricate the nonrigid
envelopes, Warwick Mills, supplier of the fab-
ric; AA1, furnisher of UAV control systems
software; and SAIC, which will provide the
ground environment for processing and dis-
semination of sensor data.
E-Green Technologies has acquired rights
from 21st Century to develop the Bullet 580
airship. It will carry a NASA and Old Domin-
ion University payload to measure moisture
content in soil. E-Green currently ies a 125-
ft scaled version.
SAIC plans to develop several Skyship
nonrigid airships with envelope volumes of
80,000 ft
3
(currently operating), 138,000 ft
3
,
and 185,000 ft
3
. Each could be piloted or re-
motely controlled. They would carry payloads
of 1,000 to 2,000 lb. A 1.5 million-ft
3
cargo
transport airship also is under study.
SAIC has teamed with Zeppelin Luft-
schifftechnik in Germany to produce a new
multipurpose airship, the MPZ 07, a pilot-op-
tional version of the semirigid NT-07.
This year Deutsche Zeppelin-Reederei,
which began operations in 1997, carried its
100,000th passenger. Zeppelin has developed
a long-distance kit that includes additional fuel
tanks and transfer equipment. It was demon-
strated during a 24-hr 40-min ight covering
783 n.mi. NT-07 airship No. 5, with 15 pass-
enger seats, is under construction. Zeppelin
bought NT-07 No. 2 from Japans Nippon
Airship, which has ceased operation. No. 2
probably will be rebuilt in Friedrichshafen,
Germany.
American Blimp (ABC) has downsized its
organization, both in Oregon and at its Light-
ship Group in Florida. Current activities in-
clude development of a heavy fuel engine by Norman Mayer
AIRCRAFT AND ATMOSPHERIC SYSTEMS
Northrop Grumman will build the long-endurance hybrid
airship for the Army.
endurance record set in 1986 by the Voyager,
which stayed aloft for nine days.
NASA ew the rst research mission with
its Global Hawk on a 14-hr ight over the Pa-
cic Ocean, from the Dryden Research Cen-
ter nearly to Alaska and back, ying at alti-
tudes in excess of 60,000 ft. The research
airplane carries 11 instruments to sample the
air and prole the dynamics and meteorology
of the atmosphere.
The Boeing 787 Dreamliner ight test
eet passed the 1,000-hr mark in June. Gulf-
stream introduced a new airplane, the G250,
and conducted the rst ight test in December
2009. Scaled Composites SpaceShipTwo
completed a crewed captive carry ight test
aboard WhiteKnightTwo in July, and followed
that with the rst piloted gliding ight of
SpaceShipTwo in October after it was re-
leased from WhiteKnightTwo at an altitude of
about 45,000 ft.
In rotorcraft testing this year, the Sikorsky
X2 demonstrated its high-speed capabilities,
setting an unofcial record of 250 kt with its
coaxial rotor and pusher-prop conguration.
Kamans autonomous K-MAX cargo resupply
vehicle demonstrated autonomous and re-
motely piloted capabilities that included deliv-
ering sling loads and cargo loads of 3,000 lb
ying 150-n.mi. round trips. A sensor system
to enable helicopter landings in dust brown-
out situations was tested in full brownout
conditions at the Yuma Proving Ground, Ari-
zona, in September 2009 aboard an EH-60L.
The 3D-LZ system consists of a dust-tolerant
ladar sensor with a display symbology system
that enables a pilot to land or identify unsafe
conditions and execute a go-around during
brownout conditions.
Flight testing
NASA successfully launched the Ares I-X de-
velopment ight test vehicle in October 2009,
demonstrating excellent control of the rst-
stage ight of the booster, whose tall, slender
design had been planned for use in the Con-
stellation program. This launch was followed
in May by a successful demonstration of the
capsule abort system, using solid-rocket con-
trol motors.
In further testing of vehicles for access to
space, the Air Force successfully launched the
X-37B orbital test vehicle on an Atlas V
rocket in April. Designed to be a reusable
spaceplane, the X-37B is a test platform for
experiments in space.
Another success in ight testing occurred
in May when the X-51 scramjet-powered
WaveRider was dropped from a B-52 and set
a record for the longest hypersonic ight ever,
ying at Mach 5 for about 3 min.
In February the Airborne Laser Testbed, a
modied Boeing 747-400 tted with a pow-
erful chemical laser and a precise targeting
system, successfully demonstrated the rst
shoot-down of a ballistic missile during boost
phase using a directed-energy weapon.
The Joint Strike Fighter program contin-
ued testing in January with the rst in-ight
engagement of the F-35B STOVL (short take-
off/vertical landing) propulsion system. The
rst vertical landing took place in March. The
carrier variant (F-35C) made its rst ight in
June, bringing all three planned variants (con-
ventional, carrier, and STOVL) into the ight
testing phase.
The Stratospheric Observatory for In-
frared Astronomy (SOFIA), a modied Boeing
747SP with a 100-in.-diam reective tele-
scope, made its rst in-ight night observa-
tions. SOFIA ew at altitudes of 35,000 ft,
above most of the atmospheric water vapor
problems that hinder ground-based observa-
tions. When operational, the usual altitudes
for observations will be between 41,000 ft
and 45,000 ft. The observatory will carry a
maximum of 20 crewmembers for missions
lasting up to 8 hr.
Solar-powered aircraft began breaking en-
durance records this year. The piloted Solar
Impulse ew on solar power for 26 hr in July,
and the Zephyr UAV ew at 60,000 ft, re-
maining aloft for two weeks. Zephyrs ight
broke the previous unmanned airplane en-
durance record of over 30 hr, set by a Global
Hawk in 2001, as well as the manned ight by Jay Brandon
Launch of the Ares I-X
development flight test
vehicle took place on
October 28, 2009.
NSCs high altitude shuttle system (HASS),
which has defense, science, and commercial
applications, continues to progress toward be-
coming operational. HASS fully integrates an
innovative tactical launch system with a spe-
cial high-altitude UAS for payload recovery.
The system allows launches to be performed
in winds of up to 30 kt with a two-person
crew from undeveloped sites (including ships).
The design of the HASS shuttle UAV was op-
timized for high-altitude payloads and their
semiautonomous return to predetermined
landing locations. To date, NSC has con-
ducted over 100 HASS ights, returning pay-
loads of up to 30 lb.
Smith College has continued to develop
controlled meteorological (CMET) balloons for
use in atmospheric research. These balloons,
although similar in size to standard rawin-
sondes, carry sophisticated sensors, have long-
duration ight capability, and can repeatedly
change altitude on command via satellite. Re-
cent analyses demonstrate that CMET bal-
loons performing continuous soundings can
simultaneously measure trajectories over a
wide range of altitudes for periods of 30 hr
or more.
This new technique, which was found to
be more accurate than transport models in
predicting plume location, has applications in
air-pollution and atmospheric process studies
and for tracking hazardous plumes in near-real
time. In an August study directed by the Nor-
wegian Meteorological Institute, ve CMET
balloons were own from Ny lesund, Nor-
way (78.9 N), reaching new milestones for
ight time (192 hr) and number of balloons in
the air at one time (four) as they dispersed
over the North Atlantic and Arctic Oceans.
NASAs ight program had its successes
and challenges this year. Six ights were con-
ducted from Antarctica. The CREAM (cosmic
ray energetic and mass) mission achieved over
37 days ight duration, thus providing over
155 days of cumulative exposure for the proj-
ect. The BARREL (balloon array for RBSP
relativistic electron losses) project ew four
test ights in preparation for a 40-ight cam-
paign in 2012. The increased-volume super-
pressure balloon failed going into oat. After
an investigation, changes were made in the
design and another balloon was fabricated for
testing this month.
The Australia campaign supported two
missions: The TIGRE (Tracking and Imaging
Gamma Ray Experiment) mission ew for 57
hr, and the Nuclear Compton Telescope mis-
sion suffered a mishap during launch.
Balloonsystems
This year brought progress in planetary bal-
looning, controllable small balloons, and re-
covery systems. These advances are stretch-
ing the boundaries of traditional balloon
mission concepts.
A JPL team conducted a successful aerial
deployment and ination ight test on a 5.5-
m-diam prototype Venus balloon. The balloon
was deployed and inated with 7 kg of helium
gas while descending under a parachute with
aerodynamic conditions
comparable to those at
Venus. Although the bal-
loon was not later re-
leased for free ights, all
other steps in the process
were demonstrated, and
the balloon was recov-
ered, inspected, and
found to be undamaged.
This result demonstrates
further maturing of the
balloon technology re-
quired at Venus for a
long-duration, cloud-level
balloon capable of carry-
ing a 45-kg payload.
Near Space Corpora-
tion (NSC) has developed
a new large/heavy-lift
balloon capability. This
effort allowed for a fresh
look at scientic balloon
paradigms and led to
some signicant new ap-
proaches, including use
of a staged, packed-para-
chute recovery system.
The system uses a
drogue chute for the ini-
tial high-speed stabilized
descent, followed by the
deployment of one or
more main chutes to
slow the descent before
impact. The new recov-
ery system signicantly
reduces the descent time
from altitude, the poten-
tial landing footprint,
shock loads, and oscilla-
tion of the payload. It is
applicable to payloads
with masses ranging from a few hundred to
several thousand pounds.
CMET balloons performing
continuous soundings can
simultaneously measure
trajectories over a wide
range of altitudes for
periods of 30 hr or more.
by the AIAA
Balloon Systems
Technical Committee
lage. The company is proceeding to expand it
into a four-place certiable airplane with a
180-hp Lycoming engine.
Light sport deliveries were down this year,
but the industry is holding its own, especially
with both Piper and Cessna now producing
LSA. A number of companies have re-
sponded to complaints about high LSA prices
by offering economy models. Legend intro-
duced the Classic J-3 for under $95,000, and
Flight Design is displaying its CTLS Lite at
$20,000 under the standard model. The com-
pany also announced a new version of the CT
designed specically for glider tow, the CTLS
HL (for high lift).
In June the FAA granted an allowable in-
crease of 110 lb in gross weight to the Terra-
fugia Transition roadable airplane. This should
allow the aircraft to incorporate features that
enable it to meet federal highway safety stan-
dards and still qualify as an LSA. A redesigned
production prototype has already been devel-
oped, and vehicle deliveries are anticipated
late next year.
The general aviation industry still appears
to be in a slump, and layoffs continue.
Mooney has shut down all new production,
doing only customer service work with its re-
maining 55 employees. Hawker Beech is de-
pending on military contracts to offset its de-
clining business aircraft sales. Still, industry
analysts remain optimistic and expect a turn-
around soon.
General aviation
General aviation sales continued to decline
this year, but did so at a lesser rate than last
year. Total shipments for the rst half of this
year were down 10% from last year. How-
ever, in the same period last year they were
down 46% from the previous year, and 42%
for all of 2009. Billings actually increased
slightly this year, a signicant change from
2009, when they declined for the rst time in
over a decade. Deliveries of high-end business
jets accounted for the increased billings, al-
though shipments of all business jets dropped
14% from last year.
The biggest change in deliveries was for
piston aircraft. Last year they had declined
54%, but for the rst half of this year the g-
ure was only 2%. Cirrus actually delivered
more airplanes than in the same period last
year, with 127 units, and was the largest pro-
ducer of piston aircraft.
Piper, under new ownership by Imprimus,
is expanding internationally. It is again em-
phasizing entry-level singles, having delivered
30 Warriors and Archers so far this year, ver-
sus two last year. In a surprise move, in Janu-
ary the company introduced the PiperSport, a
light sport aircraft (LSA) manufactured by
Czech Sport Aircraft. The rst model under
the Piper name was delivered in April. The
company is also proceeding with full develop-
ment of the PiperJet.
At present, the very light jet market as
originally conceived appears to be dormant,
but larger models that are more in the light-jet
class are doing quite well. Both the Embraer
Phenom 100 and the Cessna Citation Mus-
tang are top sellers among all jets. Earlier this
year Cessna announced the rollout of the
300th Mustang, although production was
downsized at midyear. The HondaJet contin-
ues in development, as do the single-engine
Diamond D-Jet and the Cirrus Vision.
Large jet development also continues. The
Gulfstream G650 is in ight testing and claims
a cruise speed of Mach 0.925, slightly edging
out the 0.92 record of the Cessna Citation X.
In addition, the Gulfstream G250 midsize is
on schedule for spring 2011 certication.
Tecnam of Italy is becoming a signicant
player in the general aviation market. Best
known as a major producer of LSA, the com-
pany received FAA certication this spring for
the twin Rotax-powered retractable P2006T.
This year the rm also introduced the P2008,
a top-of-the-line LSA with composite fuse- by Hubert C.SkipSmith
Piper introduced
the PiperSport early
this year, a slightly
modified version
of a light sport
built by Czech
Sport Aircraft.
After being
granted an
allowable weight
increase this
summer, Terrafugia
has redesigned the
Transition roadable
aircraft into a
production
prototype.
chute. In this test, conducted at the Yuma
Proving Grounds, a record weight of 78,000
lb was deployed. Following release, the test
article was allowed to accelerate to a prede-
termined velocity before the 68-ft-diam
drogue parachute was deployed. This para-
chute is designed to reorient and decelerate
the rst-stage booster to an acceptable speed
before the three main parachutes are de-
ployed. The test exercised the drogue para-
chute to its intended 450,000-lb design load
for the Ares I rst stage.
Pioneer Aerospace began an effort to de-
sign, build, and test the descent system for
ESAs intermediate experimental vehicle
(IXV). The IXV project is part of the ESA Fu-
ture Launchers Preparatory Program. The
IXV reentry system is a technology platform
to verify in-ight performance of critical re-
entry technologies. The lifting-body-shaped
IXV weighs approximately 1,900 kg and is 5
m long and 2 m wide. The IXV descent sys-
tem consists of a mortar-deployed pilot, a su-
personic ribbon drogue, subsonic ribbon
drogue, and ringsail main parachute. The IXV
launch, reentry, and nal 6-m/sec water land-
ing is planned for 2013.
A Blizzard autonomous networked aerial
delivery system (ADS) was developed by the
Aerodynamic Decelerator Systems Center at
the Naval Postgraduate School. Because of its
smart guidance and control algorithms, even
with strong winds this ultralightweight ADS
proved quite reliable and exhibited a superb
performance of 40 m circular error probable.
Such performance allows the development
team to proceed with the demonstration of
unique applications for aerial delivery, such as
precise delivery of an autonomous ground ro-
bot, landing on a moving platform, and de-
ployment from the stratosphere.
In Europe, the FASTWing CL Project,
largely funded by the European Commission
and conducted by a consortium of eight Euro-
pean companies and institutions, was com-
pleted successfully, with a total of 21 drop
tests of payloads weighing between 6,500
and 13,000 lb. Using a 3,225-ft
2
tapered
parafoil and ultracapacitor-powered actuators,
the system navigated autonomously to the tar-
get, showing an average glide ratio of 4:1.
The SPADES 1000 Mk2 system, devel-
oped by NLR and Dutch Space in the Nether-
lands, has been sold to the Netherlands De-
fense Forces and is presently undergoing
system qualication.
For more information, go to: https://info.
aiaa.org/tac/AASG/ADSTC/default.aspx.
Aerodynamic decelerators
This was an extremely busy
year for parachute develop-
ment, both for space appli-
cations and for precision
aerial delivery. NASAs
Orion crew exploration vehi-
cle parachute assembly sys-
tem (CPAS) was successfully
demonstrated in May at
White Sands Missile Range
as part of a launch abort sys-
tem test. CPAS consists of
two mortar-deployed drogue
parachutes, which slow the
crew module during reentry
into the Earths atmosphere,
followed by three mortar-de-
ployed pilot parachutes that
in turn deploy three 116-ft
nal descent main para-
chutes. The CPAS team has
been performing compo-
nent and subsystem tests
since 2006, but the recently
conducted Pad Abort 1 test
marked a signicant mile-
stone in the demonstration
of the complete recovery
system, which functioned
awlessly.
SpaceX recently com-
pleted its rst Dragon space-
craft drop test. The purpose
was to test the deployment
of the Dragon recovery sys-
tem as well as recovery op-
erations ahead of the rst
scheduled launch later this
year. The recovery system
includes two drogue para-
chutes to begin deceleration
and stabilization of the
spacecraft, followed by three
main parachutes that reduce
the capsules speed to the
desired landing descent rate.
This test, conducted in Au-
gust off the coast of Califor-
nia, was a complete success.
Alliant Techsystems, to-
gether with NASA, the
Army, and United Space Al-
liance, broke the record for the largest single
load extracted from a C-17 aircraft as they
successfully tested an Ares I drogue para-
by Elsa Hennings
The crew module descends
following Pad Abort 1 launch
on May 6 at White Sands
Missile Range.
increase further when BF-5, the nal test jet,
enters airborne testing late this year.
The years other, equally signicant mile-
stone was Sikorskys record-breaking X2 ight
on September 15, in which the companys
X2 Technology Demonstrator achieved 250
kt true air speed in level ight and fullled the
programs primary objective. All loads, vibra-
tions, and temperatures were within limits,
and the speed was limited only by power avail-
able. The aircraft hit 260 kt in a shallow dive
immediately following the level ight record.
Testing was at the companys West Palm
Beach facility.
The real signicance of this record ight
is that X2 technology can [now] be applied to
new designs using the knowledge learned.
The era of high-speed, low-disk-loading heli-
copters has arrived and will change rotary-
wing aviation forever, says Sikorsky engineer
Tom Lawrence.
During the buildup ights to the record run
of the Sikorsky X2, the aircraft was modied
to improve its handling qualities. A small hor-
izontal surface was added to the ventral n to
improve longitudinal stability, and the y-by-
wire control laws were tuned to improve
damping. The active vibration control system
was also adjusted to maintain low vibration
levels in the cockpit. As a result, the aircraft
was easy to y at 250 kt and should be capa-
ble of achieving higher speeds.
Work is currently under way to add an in-
terhub fairing, sometimes called the sail fair-
ing, to reduce the drag of the exposed upper
rotor shaft. With this addition, it is expected
that the X2 will achieve speed increases of
10-15 kt. Further ight testing is planned into
next year.
A signicant contribution to the X2s mile-
stone ight was the use of piloted simulation.
This allowed changes in control laws or con-
guration to be assessed before being imple-
mented and made it possible for the X2 to
reach 250 kt in only 17 ights.
V/STOL
In two major highlights for the year, both the
F-35B Joint Strike Fighter and the X2 heli-
copter set very important speed records.
Lockheed Martins milestone ight oc-
curred on June 10, when an F-35B piloted by
a U.S. marine became the rst of the JSF pro-
duction STOVL (short takeoff/vertical land-
ing) aircraft to y faster than the speed of
sound. The aircraft accelerated to Mach 1.07
on the rst in a long series of planned super-
sonic ights. The ultimate requirement is
Mach 1.6. For the rst time in military avia-
tion history, supersonic, radar-evading stealth
comes with short takeoff/vertical landing ca-
pability, said Bob Price, Lockheed Martin
F-35 USMC program manager.
On the signicance of the ight, the pro-
gram manager said, The supersonic F-35B
can deploy from small ships and austere bases
near front-line combat zones, greatly enhanc-
ing combat air support with higher sortie-gen-
eration rates.
The Mach 1.07 record was achieved on
the 30th ight of the F-35B STOVL variant
known as BF-2. The pilot, Marine Corps Lt.
Col. Matt Kelly, climbed to 30,000 ft and ac-
celerated to Mach 1.07 in the offshore super-
sonic test track near NAS Patuxent River, Md.
Future testing will gradually expand the ight
envelope out to the aircrafts top speed of
Mach 1.6, which the F-35 is designed to
achieve with a full internal weapons load of
more than 3,000 lb.
By August 31, the F-35B STOVL jets un-
dergoing ight testing at Patuxent River had
completed 122 ights, broken the sound bar-
rier, and logged 10 vertical landings for the
year. The ights of the four STOVL jets (BF-1,
-2, -3, and -4) represent more than half of the
233 total F-35 ights for the year to date. The
STOVL jets logged 26 ights in August, their
highest monthly total so far. Flight rates will by E.R. Wood
On June 10, an F-35B reached
a record speed of Mach 1.07.
The Boeing X-51A
WaveRider made his-
tory on May 26 by
making the longest
ever supersonic com-
bustion hypersonic
ight. Pratt & Whit-
ney Rocketdynes hy-
drocarbon-fueled and
fuel-cooled scramjet
engine burned for
200 sec, accelerating
the vehicle to Mach
5. The X-51A is a
major advancement toward sustained-use hy-
personic propulsion relative to its predecessor
the X-43A, which was powered by an un-
cooled, hydrogen-fueled scramjet that burned
for just 12 sec.
Other key activities complementing scram-
jet development are under way. Lockheed
Martin and Pratt & Whitney Rocketdyne are
working on a TBCC (turbine-based combined-
cycle) engine, under DARPAs Mode Transi-
tion program. The Vulcan engine program
has advanced to the second stage, aimed at
development and demonstration of a constant-
volume combustion (CVC) engine and CVC
module integration into a turbine engine.
In the military aircraft segment, the Ma-
rines STOVL F-35B accomplished its rst
vertical landing, and the Navy F-35C carrier
variant achieved its rst ight. The Air Force
F-35A is undergoing mission systems and
weapons testing. Northrop Grummans Navy
E-2D Advanced Hawkeye entered operational
service. The X-47B UCAV (unmanned com-
bat air vehicle) is undergoing testing for air ve-
hicle systems/ship systems interface, prepar-
ing for its maiden ight.
Boeings solar-elec-
tric-powered SolarEagle
high-altitude long-endur-
ance (HALE) UAV was
selected for DARPAs
Vulture program to dem-
onstrate, in 2014, a
UAV that can carry a
1,000-lb payload and
draw 5 kW of power while ying uninterrupt-
ed for ve years at above 60,000 ft. The
quad-tail 400-ft ying wing design uses highly
efcient electric motors and propellers. En-
ergy collected by the solar panels is stored in
solid-oxide fuel cells. Boeing is also develop-
ing the 150-ft hydrogen-powered Phantom
Eye HALE UAV, which can y up to four days
with a 450-lb payload.
Harvard University is developing high-per-
formance insect-size apping-wing spy vehi-
cles, using a unique fabrication technique to
create the insect-scale wings, actuators, tho-
rax, and airframe. The effect of wing design
on performance is being investigated through
experiments that move the wings at high fre-
quencies, recreating trajectories similar to
those of an insect. These include high-speed
stereoscopic motion tracking, force measure-
ments, and wing ow visualization.
Military rotorcraft design could get a ma-
jor boost this year. Sikorskys y-by-wire high-
speed X2 demonstrator achieved its 250-kt
speed milestone, paving the way for the de-
velopment of faster helicopters. DARPAs
Mission Adaptive Rotor program is develop-
ing a shape-changing rotor that could offer
substantially more payload and range with
signicantly less noise and vibration. The ro-
tors blades can adapt to a wide range of
ight conditions by changing their own pa-
rameters. Boeing is studying the Discrotor
convertible rotorcraft, which slows the rotor
and retracts extendable telescopic blades
within the disc as it accelerates, until it
morphs into a high-speed (400-kt) swept-
wing aircraft powered by variable-thrust
ducted propfans.
The truss braced wing (TBW) congura-
tion is promising to be a green design that
could be used for commercial airliners enter-
ing service in 2030. A Virginia Tech-led study
for NASA is showing that a TBW aircraft
burns 30% less fuel than a B-777. Synergy
between the TBWs advanced wing topology,
tailless designs, fuselage drag reduction with
riblets, fuselage relaminarization, Goldschmied
devices, and/or buried engines indicates the
potential to achieve more than 70% reduced
fuel burn.
Boeing recently produced ve ultragreen
single-aisle commercial aircraft design con-
cepts. Sugar Volt, a concept featuring a TBW
aircraft using an electric battery gas turbine
hybrid propulsion system, indicates 70% re-
duced fuel burn relative to a B-737.
Lockheed Martin produced a low-sonic-
boom design concept featuring an inverted-
V engine-under-wing conguration and ca-
nards for supersonic commercial transports.
Another promising concept is Boeings
X-48B blended wing body, which recently
completed limiter assaults ights, conrm-
ing that a robust, versatile, and safe control
system can be developed. A modied low-
noise version, the X-48C, is being prepared
for ight tests in 2011.
by Dyna Benchergui
and Charlie Svoboda
Aircraft design
The SolarEagle is designed
to carry a 1,000-lb payload
in continuous flight for
five years.
The hydrogen-powered Phantom
Eye can stay aloft for four days
with a 450-lb payload
over strategic time horizons, EDA provides ef-
cient descents that avoid trafc conicts
while maximizing arrival throughput. Reac-
tions of controllers and pilots were en-
couraging. To further enable fuel-efcient
descents, EDA technology was combined
with new automation and procedures in a
series of NASA TAPSS (terminal area
precision scheduling system) simulations.
These combined new time-based meter-
ing automation with advanced navigation
concepts to enable environmentally friendly
descents in high-density airspace.
NASA investigated function allocation for
NextGen, comparing different approaches to
separation assurance. Two human-in-the-loop
simulation experiments were conducted on
homogeneous airborne and ground-based
four-dimensional trajectory-based operations.
In coordinated simulations, controllers for the
ground-based concept at Ames and pilots for
the airborne concept at Langley managed the
same trafc scenarios under the two different
concepts. Results showed no substantial dif-
ferences in performance or operator accept-
ability. Mean schedule conformance and ight
path deviation were considered adequate for
both approaches. Conict detection warning
times and resolution times were mostly ade-
quate, but certain conict situations were de-
tected too late to be resolved promptly, creat-
ing safety compromises and/or unacceptable
workloads. Controller feedback was generally
positive, although further study is required.
Research in trafc ow management ex-
amined more equitable ight planning under
capacity restrictions such as adverse weather,
using a credits-based concept. The concept
establishes airline ight priorities and route
preferences, and allows airlines to maintain
schedule integrity and ight-connectivity con-
cerns while minimizing fuel consumption. A
human-in-the-loop simulation demonstrated
feasibility and support for the concept. The
FAA and NASA also tested the near-term,
Generic Airspace concept. Generic Airspace
gives air trafc controllers new tools and in-
formation that enable them to become quickly
accustomed to new airspace sectors designed
for maximum operational efciency.
A NASA/Navy/Air Force simulation mo-
deled the integration of the Navys broad area
maritime surveillance (BAMS) UAS (un-
manned aircraft system) with civilian airspace
operations. Results have been used to perfect
the BAMS design and validate the modeling
and simulation system for future UAS inte-
gration studies.
Aircraft operations
This year signicant research, including sev-
eral simulation experiments, advanced the
Next Generation Air Transportation System
(NextGen) concept.
In the airport surface domain, a NASA ex-
periment tested taxi scheduling algorithms in
a human-in-the-loop simulation of a major
U.S. airport, using advanced controller advi-
sory tools. The experiment demonstrated the
initial feasibility of the algorithms and showed
that eliminating stop-and-go operations dur-
ing taxiing could reduce fuel expenditure on
the airport surface by 18%.
In the terminal area domain, NASA simu-
lations increased airport capacity by allowing
planes to approach closely spaced parallel
runways in low visibility. The TAAPR (termi-
nal area approach procedures research) simu-
lations compared manual and automatic tech-
niques to pair aircraft from different arrival
streams to a coupling point 15 n.mi. from the
runway threshold. The speed of the trailing
aircraft was coupled to that of the lead aircraft
to maintain adequate in-trail spacing to the
runways.
An FAA/NASA experiment used 22 com-
mercial airline pilots to determine the effect of
using Data Comm during busy terminal area
operations. Quantitative data were collected
on subject reaction time and eye tracking.
Oculometer systems simultaneously tracked
the Pilot Flying (Captain) and Pilot Monitoring
(First Ofcer) head angle and eye gaze vector.
Each crew managed over 200 aircraft and
1,200 voice transmissions. Of particular inter-
est to the FAA were new D-TAXI messages,
such as the Expected Taxi clearance to be
sent prior to gate pushback during departures,
and prior to Top Of Descent during arrivals.
Crewmembers responded to 95% of the Data
Comm messages within 1 min; however,
there was general agreement that 2 min was
reasonable for response. Eye tracking data in-
dicated a signicant increase in head-down
time for the Pilot Monitoring when Data
Comm was introduced; however, workload
was rated as operationally acceptable by al-
most all crewmembers in all conditions, ex-
cept at certain points beyond the nal ap-
proach x and during certain taxi operations.
NASA, with Boeing and the FAA, contin-
ued developing the efcient descent advisor
(EDA). It gives controllers maneuver advisories
to enable continuous, idle-thrust descent oper-
ations in busy trafc. By predicting trajectories
by the AIAA
Aircraft Operations
Technical Committee
Human-in-the-loop simulation
of the TAPSS were conducted.
Systems engineering
Simon Ramo, pioneering physicist and engi-
neer, dened systems engineering as a disci-
pline that concentrates on the design and ap-
plication of the whole [system] as distinct from
the parts. It involves looking at a problem in
its entirety, taking into account all the facets
and all the variables, and relating the social to
the technical aspect.
Engineered systems have become increas-
ingly complex, and their desired complexity
also has been growing at an ever-increasing
rate. This poses major challenges for the sys-
tems engineer (SE). As noted systems thinker
Russell Ackoff stated, Change itself is con-
stantly changing. Donald A. Schn, another
eminent thinker in this eld, pointed out that
as the rate of change increases, so does the
complexity of the problems that face us. The
more complex the problems, the longer it
takes to solve them. The more the rate of
change increases, the more the problems that
face us change, and the shorter the life of the
solutions we nd. Therefore, by the time we
nd solutions, they often are no longer rele-
vant or effective.
This is becoming prophetic for the SE.
The social aspects of systems engineering,
particularly the political aspects, are becoming
a greater inuence on SEs, challenging their
ability to develop products and services that
are still value added by the time they become
operational. U.S. government acquisition is
an example of such an inuencer. The devel-
opment cycle for some of the most complex
aerospace systems is signicantly longer than
the yearly congressional budget approval cy-
cles and the tenures of White House adminis-
trations and policies.
As each Congress and White House puts
its stamp on defense and space policies, the
changes cause cyclic disruptions in most ma-
jor DOD and NASA programs. There is a dis-
continuity between even the most conserva-
tive development cycle and these budget and
policy approval cycles. This typically causes
out-year cost growth and schedule slippage as
programs struggle to reduce near-term
spending while policy and budgets are de-
bated. This in turn provides political justica-
tion for cancelling programs. And even if a
program survives, the end system is less likely
to prove useful when it becomes operational,
because it must also overcome the accelerat-
ing rate of change in the need during the
length of the schedule slip. This problem has
resulted in billions of dollars being sunk on
canceled projects.
SEs emphasize the need for internal pro-
gram stability, especially in funding and re-
quirements. Often we hear SEs stress the
need for well-dened requirements at pro-
gram inception, and the need to resist chang-
ing the requirements set during the develop-
ment process. This may seem like resistance
to change; yet it is resistance to internal pro-
gram change that is absolutely necessary for
managing costs and program complexity in
efforts to produce a system that does repre-
sent a leap forward in operational capability.
It is this actual end product or service that
constitutes a capability advancement in an
ever-changing world.
The alternativerepeated restructuring
and rescoping of a projectincreases the like-
lihood of program cancellation, or at a mini-
mum, cost and schedule creep. Such restruc-
turing may be done with good intentionthat
is, in an attempt to meet an end users ever-
changing needsbut all too often the result is
a system that never achieves operational sta-
tus because of program cancellation, justied
by schedule and cost overruns.
Until government acquisition policy is
aligned with the realities of the desired com-
plexity of future systems, there will be a grow-
ing gap between the length of time it takes to
develop operational system capabilities and
the length of policy and budget approval cy-
cles. This will make the SEs job of racing
changing needs to the operational nish line
ever more challenging.
ENGINEERING AND TECHNOLOGY MANAGEMENT
by Brian Selvy
The Air Force
tanker program
has gone
through several
bid-award-appeal
cycles.
tain and may require more material, signi-
cantly affecting product protability.
OODA in a product design process helps
engineers and designers observe a products
behaviors before it is manufactured. With ad-
vances in hardware and software technologies,
the notion of simulation-based engineering can
be used for digitally creating and testing an
idea before it is ever real. Rather than explor-
ing one design in a certain time period, engi-
neers can explore signicantly more designs.
They can ask What if I did this or that?
They can orient themselves to new ideas
faster, then make a decision and act by asking
What if? or saying Wow, I did it. By accel-
erating an engineers OODA loop, you have
effectively accelerated the art of innovation at
your organization.
We live in interesting times; in fact, the
technologies presented by software and hard-
ware providers are so fascinating that they are
challenging our status quo. They present us
with opportunities to work smarter and more
efciently. We now have options to iterate
through more ideas in less time. We can move
from an adequate to an optimal design. But
are we deploying our new stuff to support
the way we have been doing business all
alongin some cases decades? Should we be
reviewing our processes and then considering
optionshardware and softwarethat will
readily enable us to work the way we believe is
best? After all, we are the experts in our prod-
uct development.
If the denition of insanity is to do the
same thing over and over again and expect
different results, isnt it time we accelerate in-
novation again and explore how we can rein-
vent the design process using the talents and
technologies we have available to us?
Computer-aided
enterprisesolutions
After 10 years of advances in software and
hardware technologies, it would be useful to
see what has changed and ask the question:
Are we doing enough to exploit the technolo-
gies we have around us?
From 2000 to 2005, CAD application
performance increased almost vefold, ac-
cording to estimates. In the next ve years it
increased only about threefold. Most CAD ap-
plications, being single threaded, exploit only
a fraction of the available computational
power of todays workstations. Intel and other
semiconductor manufacturers moved from in-
creasing clock speeds to maintaining them,
adding new instruction and more computa-
tional cores. The impact was a leveling off in
the performance of serial applications such as
computer-aided design.
During the same period, analysis and sim-
ulation performance is estimated to have in-
creased by nearly 100 times. This was due
mainly to increased core count per processor,
new instructions, and faster infrastructure.
Complex simulations that took nearly ve
hours to process in 2003 were now being
completed in less than 10 minutes.
Meanwhile, technical computing software
vendors were merging and acquiring CAD,
meshing, simulation, and analysis companies.
They retooled themselves and created com-
prehensive engineering suites, presenting
users with innovative schematic views that tie
together CAD with the entire simulation pro-
cess. The schematics serve as guides to engi-
neers, enabling them to process complex mul-
tiphysics analyses with drag-and-drop sim-
plicity. Their intention is to accelerate the
users innovation rate by reducing complexity
and increasing system utilization.
Henry Ford said, Theres a better way to
do itnd it. With advances in workstation
technologies and the integration of CAD,
meshing, CAE, and CFD software, there has
to be a more efcient way to create, test,
modify, and visualize ideas. An interesting
process that can be applied to the design
process is Boyds loop, also known as the
OODA (observe, orient, decide, and act) loop.
Simply dened, Boyds loop is a decision-
making process similar to the plan-do-check-
act cycle. The speed of the loop is often an
early indicator of a groups ability to deliver an
optimal design rather than an adequate design
that may cost more to manufacture and main-
by Bill Abramson,
Wes Shimanek,
and Mike R. Jahadi
USSR. This is not surprising, because the
space race was on. But by 1971, the 10th an-
niversary of cosmonaut Yuri Gagarins rst
ight, the top-down music culture directed by
the Communist Party was dead. It appears
that Soviet culture, in terms of the production
of space music, was rather anemic, whereas
in contemporary bottom-up Russian popular
music, space themes are literally rocketing to
new heights. Also on a steep ascent are songs
in the aggregate from countries other than
Russia and the U.S. Meanwhile, U.S. produc-
tion of space-themed songs may be in decline
after having reached a second peak in the rst
decade of this century.
In the U.S., the later peak likely reects
the various discoveries concerning Mars made
in the late 1990s and early 2000s; public in-
terest in the Hubble space telescope, space
shuttle, and ISS news; and policies about re-
turning to the Moon and sending humans to
Mars. The downturn seems to track with deci-
sions on retiring the shuttle, withdrawing from
the ISS, and shutting down the Constellation
program.
Despite the slump in space-themed songs
from the former space race rivals, such music
from the aggregate of other countries has
demonstrated steady growth and is now in al-
most as sharp an ascent as that of modern
Russia. What can this mean? It is likely reec-
tive of the investment by other nations in the
civil space enterprise: China has orbited taiko-
nauts, India has mastered splashdown tech-
nology, and a supranational Europe has taken
the lead in partnering with other nations on
space projects.
Societyandaerospace
technology
When the subject of funding for civil space
programs is broached, the public will or
public mood is usually cited as well. It is
clear that when the public will for a space
project is lacking, so too are the needed
funds. But conducting an accurate annual na-
tional survey on the issue would likely cost as
much as running some spaceborne experi-
ments aboard the ISS.
Fortunately, the social sciences have other
means at their disposal for gauging the public
mood about space. Specically, a recent
analysis of 1,027 space-themed popular
songs from around the world has provided a
useful gauge of the public mood toward space
over time, beginning with the start of the
space race. The analysis was performed by
Thomas Gangale, an author of this report and
a member of the Astrosociology Subcommit-
tee of the AIAA Technical Committee on So-
ciety and Aerospace Technology. The analy-
sis reveals some surprising patterns.
Many U.S. and British songs use outer
space as a metaphor rather than being speci-
cally about human spaceight; only a few
songs celebrate particular space missions. Sci-
ence ction themes are more prevalent, espe-
cially Star Trek themes. The UFO phenome-
non was captured in popular music from the
very beginning (1947) and continues today.
The rst Sputniks inspired a urry of rocka-
billy songs. Space jazz was pioneered in the
mid-1950s and continued through the 1980s.
Surf music also displayed an early afnity for
the adventure of spaceight. Trek rock has
been a niche for pop groups in both Sweden
and the U.S.
By contrast, Soviet songs were specically
about the heroic adventures of the cosmo-
nauts. Even modern Russian music tends to
be more grounded in the reality of human
spaceight in Earth orbit, or in the foreseeable
possibilities of travel in the inner solar system,
rather than in interstellar science-ction vi-
sions set in future centuries.
It appears that the rest of the world
mourns Americas fading space glory much
more than the U.S. itself does. Songs on the
subject, particularly in the U.K., lament the
passing of the Apollo years, or, as in Canada,
satirize the wildly optimistic literature that
baby boomers were raised on.
Peaks in the numbers of songs produced
occurred in the 1960s for the U.S. and the
by Marilyn Dudley-Flores
and Thomas Gangale
arecent analysis
of 1,027 space-themedpopular
songs fromaroundthe world
has providedauseful gauge of
the public moodtowardspace
over time, beginningwiththe
start of the space race.
developing a commercial space transportation
system capable of providing cargo to the ISS,
is scheduled for late this year.
Despite lower interest rates for corporate
bonds and modest easing of lending stan-
dards, companies still faced a constrained
credit environment compared to the pre-crisis
period. However, several satellite operators
were able to turn to export credit agencies
(ECA) for substantial portions of their nanc-
ing needs, continuing a trend that started with
Globalstars credit facility from Coface,
Frances ECA, in 2009. Hughes Communica-
tions received Coface backing for about $90
million in nancing for the launch of its
Jupiter Ka-band broadband satellite aboard an
Ariane rocket. Coface also guaranteed $1.7
billion of a credit facility for Iridiums NEXT
mobile satellite system constellation, under de-
velopment by Thales Alenia Space. In addi-
tion, Inmarsat is seeking U.S. Export-Import
Bank support for the $500-million cost of
three Boeing Ka-band satellites for its Global
Xpress mobile broadband system.
Economics
The aerospace industry saw many positive de-
velopments this year, including a recovery in
air transportation, progress on programs with
potentially large economic implications, and
increased use of export nancing by the space
industry. However, the approaching end of
the shuttle era and a sluggish economy are
causes for concern.
The economic recovery aided a rebound
in the air transportation industry. By June, the
International Air Transport Association was
forecasting that commercial airline industry
volume will grow over 7% for passenger mar-
kets and almost 19% for cargo markets. The
industry is on track to achieve an estimated
$2.5 billion in prots this year as compared to
estimated losses of $9.9 billion in 2009 and
$16 billion in 2008. In addition, Boeings
787 Dreamliner made progress. Following up
on its rst ight in December of 2009, the
787 entered into an extensive ight test pro-
gram, with over 500 ights
and 1,500 ight hours
through the end of August.
Scheduled for rst deliveries
in 2011, the 787 has the po-
tential to impact airline indus-
try economics signicantly.
Among the benets the plane
will provide, says Boeing, are
20% less fuel consumption,
30% lower maintenance costs,
10% lower cash operating
costs, and an increase in cargo
revenue capacity of over 40%.
Another milestone mark-
ing progress in industry eco-
nomics was the successful
ight of SpaceXs Falcon 9
launcher. On its inaugural launch in June, Fal-
con 9 attained a nearly perfect orbital inser-
tion and accomplished all of its primary mis-
sion objectives. SpaceX claims that the
launcher represents the lowest mission price
for its vehicle class, listing prices of about $50
million-$60 million per launch. Demand for
more cost-effective launch services appears
strong, with SpaceX announcing that it has
over 40 launches under contract, including a
$492-million deal to launch satellites for mo-
bile satellite services provider Iridiums up-
coming NEXT constellationthe largest single
commercial launch deal ever signed. In addi-
tion, the rst demonstration ight of the Fal-
con 9 for NASAs COTS program, aimed at
by Scott Isara
and Marilee Wheaton
With the end of the space shuttle era ap-
proaching and its replacement, the Constella-
tion program, cancelled, the space industrial
base is confronting a difcult period. Accord-
ing to the Dept. of Labor, the end of the shut-
tle program could result in the loss of 20,000
jobs, with implications for the health and sus-
tainability of the industrial base. United Space
Alliance, the prime shuttle contractor, has al-
ready sent out layoff notices to over 1,300
workers, about 15% of its workforce. Further-
more, the economy appears to be weakening,
with GDP slowing this year and other eco-
nomic indicators fading. Looking toward
2011, a cautious outlook for the aerospace
industry is warranted.
Boeings 787 has begun an extensive flight test program
this issue is how each of these four areas com-
pounds the complexity of, the required re-
sponse to, and recovery from a crisis.
Even though not associated with aero-
space, the 2010 oil spill in the Gulf of Mexico
illustrates the interrelatedness of these areas.
It shows how rapidly advancing technology,
decreasing budgets/stafng, as well as
increasing system complexity all challenge our
ability to sustain critical knowledge and man-
age risk holistically. It also demonstrates how
spilloversunintended consequencesimpact
other industries that then have to respond.
Cultural change. Change is that all en-
compassing, ubiquitous thing that weve all
come tolove. What is interesting and impor-
tant about this issue is the diversity of areas
now effecting cultural change: a multigenera-
tion workforce, intense global competition, a
stressful economic environment, loss of expe-
rience on the contractor and the government
sides, much more complex systems, and more
rapidly evolving (that is, changing) require-
ments, to name only a few. How well we are
able to manage cultural change will largely de-
termine how successful we are in each of
these areas in the future. Furthermore, how
well we manage cultural change will have a
direct impact on our re-
silience, for example, on
how well we are able to
manage crises in the future.
Again, the relationships and
the interface between these
very important issues are
recognized as crucial.
Developing a vision for
the future of aeronautical
sciences is deeply interre-
lated with our industrys
practice of knowledge man-
agement and depends heav-
ily on our management of cultural change.
Absent an effective system for maintaining
current expertise and skills, our future may
simply be relegated to reinventing the past.
The challenge in aerospace management con-
tinues to be one of recognizing and under-
standing these complex issues. Management
remains committed to sharing insights and
best practices on these topicsdistilling their
essencein a way that advances our industry.
In aerospace, our culture, our knowledge,
how we think about and manage risk, and in
reality our future, all depend on our vision.
Management
A review of the issues aerospace management
grappled with in 2010 starts with formulating
and prioritizing lists. However, while lists are
easy to create, in reality it is much more dif-
cult to segregate issues into topics that can be
succinctly discussed. Further consideration of
the top issues reveals that not only are all in-
terrelated, but each compounds the effects of
the others. The unavoidable conclusion is that
none of these issues can be addressed alone.
And even though each issue on the list is im-
portant in and of itself, we can only briey ex-
amine the most critical of these issues here.
Developing a vision for the future of
aeronautical sciences may be the most im-
portant endeavor in the rst half of the 21st
century. Just as the development of aeronau-
tics in the late 18th and early 19th centuries
paved the way for change that still affects
each of us today, the aeronautical sciences
will have a profound effect on our lives far
into the future.
Aeronautics literally means navigation of
the air; however, the aeronautical sciences
have produced a broad plethora of goods,
services and knowledge beyond aircraft, from
navigation/communication systems to cook-
ware for home use. Any vision for the future
of aeronautical sciences cannot and should
not focus solely on air transportation. Just as
each of managements top issues affects all
the others, the aeronautical sciences will con-
tinue to affect much more than our mobility
through the air.
Management of crisis, in the broader
context of a top issue, is different from
many of the crises in the history of aerospace.
The focus of this issue is not a single vehicle
or incident. Rather, the focus is on the rela-
tionship between technology, people, knowl-
edge, and risk. What is really important about
by Marvine Hamner
Any visionfor the future of aeronautical
sciences cannot andshouldnot focus solely on
air transportation. Just as eachof managements
topissues affects all the others, the aeronautical
sciences will continue toaffect muchmore
thanour mobility throughthe air.
The Fundamentals of Aircraft Combat
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9
INFORMATION SYSTEMS
software to enable vision scientists on Earth to
enhance human eyesight.
Software is used to trigger and synchro-
nize an increasing number of onboard func-
tions on an increasing number of onboard
processors. For example, published reports
from this year indicate that the F-35 fth-gen-
eration ghter will have about four times as
much software code as the F-22 has. This
larger volume of code will be executing on a
signicant number of processors on the air-
craft, all orchestrated by onboard software.
Safety is a paramount concern for aero-
space systems. Newer systems are becom-
ing more complex in response
to customers needs for
better performance
and more features,
and software
plays a major
role in imple-
menting this
emergent, com-
plex functionality.
But with added
functionality comes an
even larger burden, that of
ensuring the safety of these increas-
ingly complex implementations. Flight sys-
tems are safe today in part because of the
sound development processes and effective
partnerships that have been forged between
systems/software developers and customer
oversight/regulatory bodies, all of whom have
a keen interest in the development and opera-
tion of safe ight systems.
To help deal with this increasing complex-
ity and to ensure system safety, organizations
such as the National Science Foundation,
NASA, and DOD laboratories have made
some important investments in software de-
velopment methodologies and in V&V (veri-
cation and validation) technologies for soft-
ware. Investment areas include cyber-physical
systems, model-based development for ight
software, studying the use of formal methods
for code analysis, formal languages for soft-
ware requirements, research on software de-
sign-for-certication, and research on prov-
ably correct autocode generators.
These research areas can be important for
supporting continued development of increas-
ingly complex and safe aerospace systems, all
enabled by software that can be developed
affordably.
Softwaresystems
Software continues to play an increasingly im-
portant role in the development of new aero-
space platforms and breakthrough platform
capabilities. Of signicance here are software
systemsboth resident on ight systems and
executing on the groundthat control, man-
age, and otherwise interact with ight sys-
tems. This year saw some notable examples
of the important role that software has played
in this area.
Flight tests were conducted on a demon-
strator aircraft to prepare it for an attempt to
break the world speed record for a helicopter
(400 kph, set in 1986). Decades ago, an
early ight of an original con-
cept demonstrator had
resulted in a crash
landing after a
sudden pitching
motion forced
the pilot to land
on the aircrafts
tail. For this
years attempt at
the record, CAD
software tools were
used to redesign the airfoils,
rotors, and fuselage. Software was
written to implement necessary stability aug-
mentation functions to dampen unwanted
pitch and roll when the plane was under pilot
control, and simulation software was used
to estimate vehicle performance and to drive
pilot-in-loop training prior to live ight. The
aircraft, a Sikorsky X2, reached 250 kt in
level ight.
In April a major domestic airline modied
the cockpit software in a majority of the air-
planes in its eet to allow for precise satellite-
based navigation approaches to airports. This
leverages the emerging concept of RNP (re-
quired navigation performance) routes to en-
able fuel savings, reduce noise, and shorten
arrival delays.
Also this year, work for NASA resulted in
the building of software to x blurred images
received from space telescopes. The concept
involves calculating optical aberrations that
will be used to sharpen incoming images. This
software will be coupled with future telescopes
having exible mirrors that can bend and
move on command; the combination will en-
able identication of a sensors own errors
and implementation of subsequent compensa-
tion. There is even thought of extending this by JimPaunicka
Flight
systems are safe today in part
because of the sound development
processes andeffective partnerships that have
been forged between systems/software
developers and customer oversight/regulatory
bodies, all of whomhave a keen interest in
the development and operation of
safe flight systems.
ight data recorders through DASHlink (dash-
link.arc.nasa.gov), a Web 2.0 portal for the
world. Using Miner and Orca, two advanced
anomaly detection techniques, Southwest was
able to uncover operationally signicant
events that would not be triggered by their ex-
isting methods. Orca alone analyzed 7,200
ights from 10,000 ft to touchdown, reveal-
ing data quality issues, high roll and pitch
events near nal approach x, and hard nose-
over prior to landing, leading to everyday
changes in the commercial airlines operation.
On the space side, the University of Wyo-
ming pushed the state-of-the-art in evolving
intelligent systems that enhance control, sta-
bility, and robustness during autonomous as-
sembly of large complex structures in space.
The components of an evolving system self-
assemble to form new components and are
augmented with additional local controls to en-
sure system stability during assembly. Evolving
systems enable modular system design and
the reuse of components where scale, com-
plexity, and distance preclude astronaut assis-
tance because of inherent risks and costs. The
evolving systems framework provides a scala-
ble, modular architecture to model and ana-
lyze subsystem components and connections.
Enabling astronauts to make better in-
formed decisions, researchers at NASA John-
son and Jet Propulsion Lab unveiled and eld
tested a new onboard energy management
advisory system. It combines an intelligent
planner with real-time estimation to provide
detailed projections of battery energy across
complex activity plans. The onboard planner
continually revalidates the activity plan as it is
executed and can inform astronauts when
projection models indicate that the planned
activities will lead to an unsafe state or will
jeopardize a contingency plan; the system
then suggests recovery options.
Intelligent systems
This was a year of exciting advances for intel-
ligent systems in both aviation and space.
In aviation, DARPA funded Rockwell Col-
lins to design damage tolerant control (DTC)
technology to mitigate common UAV failures
such as surface damage, airframe damage,
and complete engine failure. A series of ight
tests were performed with a subscale F/A-18
to showcase key aspects of the DTC technol-
ogy. DTCs unique, software-based approach
to vehicle control has been developed and
evolved over the past decade. Flight tests
demonstrated completely autonomous ights
with loss of ailerons, loss of 60% of a wing
and 30% of vertical and horizontal stabilizers,
engine-out condition, and 80% wing loss. The
combination of all-attitude control and an
emergency mission management system pro-
vided these UAVs with unprecedented robust-
ness against otherwise catastrophic failures.
Robust adaptive ight control was an area
of particular emphasis this year. A collabora-
tion by Wichita State, Kansas State-Salina,
Missouri University of Science and Technol-
ogy, and Hawker Beechcraft demonstrated an-
other adaptive ight control technology for
general aviation aircraft. The team, funded by
NASA, is advancing model reference adaptive
control techniques, investigating adaptation in
the presence of aeroelastic modes, and using
ight simulation own by student pilots. Their
rst ight test on board the Hawker Beechcraft
Bonanza AGATE/SATS y-by-wire testbed
showed promising results.
Researchers in the Diagnostic and Prog-
nostic Group at NASA Ames Intelligent Sys-
tems Division, in collaboration with California
State Polytechnic University, have designed
and built an innovative airborne testbed for
conducting research into prognostic health
management of electromechanical actuators.
Use of such actuators in aerospace vehicles is
expected to increase for safety-critical func-
tions. Several experimental ights of the test-
bed have been conducted aboard USAF C-17
aircraft and Army UH-60 helicopters. During
ight tests, the testbeds nominal and fault-in-
jected test actuators mimicked the motion and
load proles that the aircrafts actuators were
experiencing, while health management algo-
rithms evaluated conditions in real time.
Southwest Airlines streamlined its opera-
tions thanks to NASA technology transfer.
This year NASA open-sourced many key data
mining algorithms for analysis of output from
by Seth Harvey,
Michel Ingham,
and KristinYvonne Rozier
The combination of all-attitude
control and an emergency mission
management systemprovided
these UAVs with unprecedented
robustness against otherwise
catastrophic failures.
which maintains the specication for Open-
GL, now has a cross-platform Open Comput-
ing Language, OpenCL.
As of June, the fastest supercomputer in
the world (according to http://top500.org) is
Jaguar (1.759 tFLOPS), at Oak Ridge Na-
tional Laboratory. Built by Cray, it is a vast ar-
ray of multicore 64-bit AMD Opteron proces-
sors. The second-fastest supercomputer is
Nebulae (1.271 tFLOPS), at the National Su-
percomputing Centre in Shenzhen, China, us-
ing a mix of multicore 64-bit Intel processors
and NVidia Tesla GPUs. Third-fastest is Road-
Runner (1.042 tFLOPS), at Los Alamos Na-
tional Laboratory, using IBM PowerXCell (a
variant of the CELL broadband engine) along
with multicore 64-bit Opteron processors.
The need to shorten protracted develop-
ment times for spacecraft is driving the devel-
opment of plug-and-play architectures analo-
gous to those in personal computers. Tac-
Sat-3, launched in 2009, ew the rst space
demonstration of AFRL space plug-and-play
architecture. In June, it was handed over to
the Air Force as a full-time operational asset.
Spaceborne electronics are susceptible to
effects of radiation. Mitigating these effects is
a complex problem involving techniques such
as error correction, redundancy, shielding,
latch-up current monitors, and watchdog
timers. Xilinx, a major provider of program-
mable logic devices, was funded by AFRLs
Space Vehicles Directorate to create the Vir-
tex-5QV, a rad-hard version of the Virtex V
FPGA. The 1-billion-transistor chip is the
most complex circuit ever designed for space.
It allows rad-hard designers to use the same
tools currently used in nonhardened designs.
The result should revolutionize the implemen-
tation of high-performance computation in
space. But the niche market for rad-hard de-
vices keeps their prices well above those of
their commercial counterparts.
Space weather forecasters say a storm
season is approaching, noting that the Sun is
waking up from an unusually long dormancy.
The next solar maximum is expected in early
2013. This is the rst since widespread con-
sumer adoption of GPS technology. The pre-
vious solar max (2000) was preceded by a
surge in cell phone adoption. Now, however,
developing countries are skipping land lines in
favor of cell towers.
A solar max is accompanied by coronal
mass ejections (CMEs). Given the wrong polar-
ity, it could necessitate shutdown of airborne
and spaceborne electronics while the associ-
ated plasma storm passes by the Earth.
Computer systems
Transformative advances in computing con-
tinue unabated. Aerospace and advanced mo-
bile technologies have hit the consumer mar-
ket. Computational science and engineering
are turning to high-performance graphics for
new methods of supercomputing. A new radi-
ation-hardened FPGA (eld programmable
gate array) is becoming available for space-
borne applications. And space plug-and-play
architecture is proving itself in orbit.
GPS-enabled navigation has become es-
sential to drivers on the road. Accelerometers
have revolutionized game consoles such as the
Nintendo Wii. Today so-called smartphones
integrate sensor and computing technology
that would normally be expected in a UAV.
Both the Apple iPhone and Google Android-
based devices have GPS receivers, accelerom-
eters, and gyro or solid-state compasses. They
also add digital cameras and radios to support
wi-, Bluetooth, and 3G communication,
along with a sophisticated operating system
and its array of apps. This low-cost, mass-
marketed integrated package has caused some
aerospace researchers to adopt smart phones
as their starting point for faster, cheaper, bet-
ter vehicle or small satellite design.
In recent years, computational science and
engineering have migrated to massive clusters
of multicore microprocessors for supercom-
puting power. Now graphics processing units
(GPUs) that normally power real-time 3D vis-
ualization are being added to the mix. GPU
leader NVidia provides a common interface to
its GPUs through its Compute Unied Device
Architecture, or CUDA. The Khronos Group, by Rick Kwan and JimLyke
INFORMATION SYSTEMS
The Virtex-5 field programmable
gate array consists of various
functions embedded in a
columnar architecture.
(Courtesy Xilinx.)
MGT
DSP
Logic
I/O
Clocking&Config.
BRAM
PowerPC
ing ve spacecraft procured
on-orbit and ordered a new
satellite from SS/L in Octo-
ber. A new regional opera-
tor, Vietnamese VNPT, or-
dered its second satellite
from Lockheed Martin.
In the government sector,
the Air Force placed the
third Boeing WGS into oper-
ation. WGS 4, 5, and 6 con-
tinue production, and long-
lead funding for a seventh
WGS has been authorized.
The USAF could acquire up
to 12 WGS satellites for the
wideband capabilities lost
with the TSAT cancellation
last fall. The Air Force is
studying commercial pro-
curement practices as a
faster and less expensive way
to meet requirements. Lock-
heed Martin launched the rst Advanced EHF
satellite; however, a propulsion anomaly was
identied and will delay its entry into service.
The second and third AEHF satellites are
scheduled to be launched in 2011 and 2012,
respectively.
In August, Intelsat announced that its IS-
27 spacecraft, being manufactured by Boeing,
will include a UHF-hosted payload to comple-
ment existing UFO (UHF Follow-On) and fu-
ture MUOS (mobile user objective system)
programs.
Among emerging technologies, higher
power continues to be important, with Thales
and Astrium integrating Alphasat I-XL for In-
marsat, and SS/L qualifying its 25-kW space-
craft. Flexible payloads providing on-board
routing and beamforming have limited appli-
cation because of the cost premium, but mod-
est implementations such as IRIS on Intelsat-
14 are demonstrating benets. For bent-
pipe payloads, the quantity of equipment re-
quired for two-way broadband and mobile ap-
plications is likely to drive more hardware
miniaturization.
On the regulatory side, the FCC issued a
notice that could lead to terrestrial use of por-
tions of MSS spectrum for wireless broad-
band. The U.S. is reviewing its export control
policies, which may result in some process
streamlining. At WRC-12, satellite issues to
be addressed include long-term spectrum for
aeronautical MSS, spectrum usage of the
21.4-22-GHz band for BSS, and new MSS
frequency allocations.
Communications systems
This is the fth consecutive year of robust ac-
tivity for the satellite industry, with 20-25
commercial awards projected and 14-16
launches. With large backlogs, the outlook for
the satellite manufacturing and launch indus-
try continues to be healthy.
By mid-October, Space Systems/Loral
(SS/L) had been awarded six satellites, and
Boeing increased its backlog with the win of
Inmarsat-5. Lockheed, Thales, Astrium, and
Orbital received one or two awards each.
Launch services became a duopoly be-
tween ILS and Arianespace, but this is chang-
ing. Sea Launch returned to the market after
emerging from Chapter 11 with a Russian in-
vestor, and SpaceXs Falcon 9 had a success-
ful maiden launch. The U.S. EELV manifest
includes only government launches, except
for GeoEye-2, which will launch on an Atlas.
For satellite broadband, in the U.S., both
ViaSat and Hughes continue to add sub-
scribers and have next-generation high-
throughput satellites on order from SS/L. KA-
SAT and HYLAS-1, both manufactured by
Astrium, are scheduled for launch late this
year for service in Europe, and the Australian
government indicates that satellites will be in-
cluded in its national broadband plan.
In the direct broadcast market, DIRECTV
and the Dish Network continued growing
their eets. Dish launched two spacecraft,
DIRECTV ordered DIRECTV-14, and SIRIUS
XM Radio launched XM-5. Regarding FSS
satellites, Telesat ordered Anik G1 and SES
Astra continued its expansion with the launch
of Astra 3B. In Asia, the AsiaSat and
EchoStar joint venture started HDTV service
in June.
MSS (mobile satellite service) provider
TerreStar made its 3G satellite phone com-
mercially available through ATT. SkyTerra,
rebranded LightSquared, is ready to launch
its SkyTerra-1 satellite, and is paying In-
marsat to move its trafc to share spectrum
efciently. The rst Thales-provided second-
generation Globalstar spacecraft launched,
and Iridium selected Thales to build its NEXT
system, with construction nanced by CO-
FACE, the French export agency. An order
of three Ka-band spacecraft for the Inmarsat-
5 program signaled a shift for the mobile L-
band operator.
The top four FSS (xed service satellite)
operators are completing a major satellite re-
placement cycle. New entrant ABS is operat- by Christopher F. Hoeber
ViaSat-1 is lifted into the thermal
vacuum chamber at the Space
Systems/Loral satellite assembly,
integration, and test facility in
Palo Alto, California.
supplement voice communications with less
workload-intensive data communications, and
enable ground systems to use real-time aircraft
data to improve trafc management. Data
Comm will provide two-way data exchange be-
tween controllers and ight crews for clear-
ances, instructions, advisories, ight crew re-
quests, and reports. This new FAA technology
will enhance air trafc safety by providing
more timely and effective clearances, leaving
more time for controllers and pilots to think
and select appropriate actions. It will also en-
able more orderly communications during
peak trafc and more reliable messaging,
thereby reducing the number of operational
errors associated with voice communications.
In addition, Data Comm will improve con-
troller and aircrew productivity by enabling
more efcient operations, faster revised de-
parture clearances, trajectory-based routing,
optimized prole descents, and automation of
repetitive tasks. This will lessen ground de-
lays, taxi time, fuel use, greenhouse gas emis-
sions, and operational costs. By reducing
voice communications congestion and related
errors, the FAA estimates the digital data
communications will enable controllers to
safely handle approximately 130% of current
trafc.
With these improvements, ATC will evolve
from short-term tactical control to managing
ights strategically gate-to-gate. Once imple-
mented, Data Comm will provide data trans-
missions directly to pilots, who can autoload
the messages into their ight management
systems. This will increase air trafc ef-
ciency, capacity, and throughput. Use of Data
Comm technology in the NAS is scheduled to
begin in 2014.
The FAA projects that domestic air travel
will grow substantially by 2015. By 2022, ac-
cording to the agencys estimates, failure to
fund and implement NextGen would cost the
U.S. economy $22 billion annually in lost
economic activity. The number will grow to
more than $40 billion annually by 2033 if it
is not implemented. The FAA believes invest-
ment in NextGen Data Communications
technology is the critically important next
step for improving air safety, reducing delays,
increasing fuel savings, improving the envi-
ronment, and leading U.S. aviation into the
21st century.
For more information on the NextGen
Data Communications program, please con-
tact Sandra Anderson, manager, Air/Ground
Data Communications Group at sandra.
anderson@faa.gov.
Digital avionics
At Oshkosh AirVenture 2010, the huge gen-
eral aviation air show, the FAA NextGen Data
Communications (Data Comm) program in-
troduced new technology that promises major
savings in time, money, fuel, and environ-
mental effects. Data Comm avionics were
among the FAAs key NextGen exhibits. The
technologies introduced there by Data Comm
included its new air trafc control (ATC) and
Boeing 737 cockpit simulators. Both simula-
tors demonstrate the emerging digital data
communication avionics and controller tools
being developed for ATC and aircrews.
Transportation Secretary Ray LaHood and
FAA Administrator Randy Babbitt were two of
the rst Oshkosh AirVenture participants to
y the new Data Comm B737 cockpit ight
simulator. Babbitt, a lifelong aviation enthusi-
ast and former airline pilot, demonstrated his
piloting skills at the controls of the simulator
by easily taking off, ying, and landing on a
simulated ight between Miami and Ft. Laud-
erdale, Florida, aided by the simulators new
Data Comm technology.
Data Comm is a key transformational pro-
gram within the FAA NextGen effort. To meet
future demand and avoid gridlock in the sky
and at airports, the NextGen Data Comm
program is designed to advance todays ana-
log voice-only air-to-ground communications
system to one in which digital communica-
tions become an alternative, and eventually a
predominant, mode of communications.
Data Comm is necessary for fully realizing
the NextGen vision of trajectory-based opera-
tion in the National Airspace System (NAS).
The technology will automate repetitive tasks,
by John Gonda,
Everett Zillinger, and the
AIAA Digital Avionics
Technical Committee
INFORMATION SYSTEMS
All smiles in the cockpit as
Secretary of Transportation Ray
LaHood enjoys flying with FAA
Administrator and former airline
pilot Randy Babbitt. Babbitt is at
the controls of the FAA NextGen
Data Comm Boeing 737 flight
simulator. The simulator has
built-in cockpit display units,
which demonstrate the transfer
of Data Comm digital data
communications from air traffic
controllers to the aircrew.
Photo courtesy FAA Data
Communications Program.
multiple sensors around the vehicle, providing
the pilot with a look through the airframe
spherical image. Northrop Grummans IR
DAS (infrared distributed-aperture sensors)
and Raytheons ADAS (advanced distributed
aperture system) have already demonstrated
the capability of this technology.
A team from Carnegie-Mellon Innovations
Lab, NASA Ames, and the U.S. Geological
Survey implemented a payload-directed con-
trol system to show that mission sensors can
control unmanned systems directly. The ex-
periment used a commercial magnetometer
on a NASA unmanned ground vehicle and
demonstrated the use of sensor data for both
real-time feedback control of vehicle motion
and geophysical mapping. Magnetic anom-
alies were used to map subsurface fault zones
in a test area in Northern California. This
sensing concept may be applied with UAVs
such as NASAs Exploration Aerial Vehicle.
Microscale sensor systems allow measure-
ment of the turbulent boundary layer encoun-
tered in aerospace systems. Researchers at
Tufts University and Spirit Aerosystems are
collaborating on the development of surface
pressure and shear sensor array-on-a-chip de-
vices for characterization of the pressure and
shear spectrum in the turbulent boundary
layer. These silicon-based microsystems incor-
porate up to 64 individually addressable mi-
crophones or shear sensors on a 1-cm
2
chip.
System electronics allow the array to be re-
congured on the y. Careful packaging en-
sures low-prole interconnects, minimizing
the effect of the sensor system on the proper-
ties of the ow. The systems have been
demonstrated in the laboratory, and will be
wind-tunnel tested in the coming year.
Sensor systems
Aerospace sensor systems provided vital data
in a variety of settings this year, allowing im-
proved responses to natural and man-made
disasters, giving new data on the universe,
providing greater safety in combat operations,
and improving system performance.
Sensing technologies ranging from satel-
lite sensor systems to laboratory particle im-
age velocimetery (PIV) techniques played a
role in measuring British Petroleums oil spill
in the Gulf of Mexico. The MISR (multiangle
imaging spectroradiometer) instrument
aboard NASAs Terra spacecraft, the ad-
vanced synthetic aperture radar aboard ESAs
Envisat Earth observation spacecraft, and
Raytheons MODIS (moderate resolution im-
aging spectroradiometer) on board NASAs
Terra and Aqua satellites all provided data on
the spill. Laboratory experiments and analy-
sis, including the work of Steve Wereley of
Purdue University and Tim Crone of Colum-
bias Lamont-Doherty laboratory, were used
to interpret the underwater photographs of
the leaking well-head, leading to revised esti-
mates of the spills magnitude. This informa-
tion was critical for planning the response to
the spill.
A similar approach was used to assess the
threat to aviation created by the eruption of
Icelands Eyjafjallajokull volcano. Space-based
sensing included thermal imaging from
MODIS on board Aqua and SEVIRI on board
Eumetsats Meteosat Second Generation
satellite, along with lidar (light detection and
ranging) observations from NASAs CALIPSO
(cloud-aerosol lidar and infrared pathnder
satellite observations) spacecraft. These were
used, together with ground-based lidar meas-
urements and airborne sampling, to estimate
the extent of the ash cloud.
NASAs WISE (Wide-Field Infrared Survey
Explorer) spacecraft began its mission at the
end of 2009. This year the satellite captured
images in mid-infrared wavelengths of objects
ranging from brown dwarf stars, distant ultra-
luminous galaxies, and dangerous near-Earth
objects. As it began to run out of coolant in
August, the satellite shifted to the warm
mission, aiming at new targets and imaging in
different wavelengths.
Several new sensor system technologies
were demonstrated this year. The F-35 Joint
Strike Fighter and the UH-60 Blackhawk hel-
icopter will benet from distributed-aperture
electrooptical systems. These systems use
by Wei-Jen Su,
Michael Martin,
Robert White, TimHoward,
and Jeffery Puschell
A scanning electron microscope
reveals a prototype MEMS
shear sensor design that is
currently under development by
researchers at Tufts University
and Spirit Aerosystems.
ight in Seattle, Washington, on December
15, 2009, and the GEnx-1B made its rst
ight on the Dreamliner on June 16.
GEs CF34-10A engine, which will power
the new ARJ21 regional jet from COMAC
(Commercial Aircraft Corporation of China),
received its FAA type certication in July. The
new H80 turboshaft for business and general
aviation began its certication testing in early
March and met or exceeded all power ratings
in multiple runs at GE Aviations facility in
Prague, Czech Republic. On February 2 Will-
iams International received FAA type certica-
tion for its 3,600-lb-thrust FJ44-4 engine,
which powers the Cessna CJ4 business jet.
Also achieving its rst run was the latest mem-
ber of Rolls-Royces Trent aero engine family,
the Trent XWB, which powers the Airbus
A350 XWB family of aircraft.
A strong focus on energy and the environ-
ment marked propulsion development activi-
ties. The ADVENT and HEETE (highly ef-
cient embedded turbine engine) programs
continued to progress at AFRL, and NASA
continued work under the Environmentally
Responsible Aviation project, with both agen-
cies aiming to make signicant improvements
in aircraft engine efciency. The FAAs con-
tinuous lower energy, emissions and noise
(CLEEN) technologies program made signi-
cant progress, having awarded Rolls-Royce a
$16-million contract to perform aero engine
test demonstrations. These focus specically
on reduced fuel burn technologies and on eval-
uating alternative aviation fuels. The CLEEN
programs goals are to achieve a 33% reduc-
tion in fuel burn, against a baseline of current
performance technology, and to advance sus-
tainable alternative aviation fuels by 2015.
AFRL successfully completed a 12-month
Phase-1 program for an effort called Develop-
ment of Combustion Rules and Tools for the
Characterization of Alternative Fuels. Its work-
ing group consisted of GE Aviation, Honey-
well, Pratt & Whitney, Rolls-Royce, Williams
International, and various consultants. The
program met all objectives, including estab-
lishing a database of alternative fuel testing
experience, reviewing the current fuel evalua-
tion process to identify improvements, devel-
oping an improved methodology/process for
fuel evaluation, and developing a multiphase
program approach to bring the evaluation
methodology to maturity. Phase II, expected
to begin in 2011, includes the testing of base-
line and alternative fuels in combustor rigs,
engines, and fundamental experiments, as
well as analytical tool development.
Gas turbineengines
This was a busy year for military propulsion
development. The Pratt & Whitney F135 en-
gine achieved its rst-ever vertical landing as
part of the STOVL (short takeoff/vertical
landing) variant of the Joint Strike Fighter,
and an F119 engine demonstrated full life re-
quirements in 8,650 cycles of accelerated mis-
sion testing.
Meanwhile, under the adaptive versatile
engine technology (ADVENT) program, Rolls-
Royce North American Technologies and GE
Aviation continued to develop variable-cycle
engine technologies that will enable signicant
reductions in fuel consumption across the
ight envelope. Both companies produced
variable fan rigs, and Rolls-Royce initiated
testing at Wright-Patterson AFB. In addition,
the Air Force selected Rolls-Royce to proceed
with integration of various advanced technolo-
gies, component testing, and development of
a technology demonstrator core and engine.
GE Aviation was selected to continue work on
a demonstrator core, including component
development/integration and demonstration.
In May, the GE38 turboshaft engine, which
powers the CH-53K helicopter, produced
over 7,500 shp while exceeding production
performance margins for fuel consumption.
Commercial development has been busy
as well. The GE Aviation GEnx-2B had its
maiden ight on the Boeing 747-8 on Febru-
ary 8 and received its FAA type certication in
July after accumulating more than 2,600 hr
of testing. Rolls-Royce Trent 1000 engines
powered the Boeing 787 Dreamliners rst
by the Gas Turbine Engines
Technical Committee
PROPULSION AND ENERGY
Rolls-Royces Trent XWB powers
the Airbus A350 XWB.
AEROSPACE AMERICA/DECEMBER 2010- 47
April 22, and NASA successfully launched the
Ares I-X rocket on October 28, 2009, from
the Kennedy Space Center.
In support of the Ares I rst-stage ve-seg-
ment solid rocket motor development, ATK
conducted two successful ground static tests:
DM-1 September 2009, and DM-2 in August
of this year. The ve-segment rocket motor
has been identied as a key element of
NASAs future heavy-lift launch vehicle.
As some programs begin, others are wind-
ing down. The shuttle program conducted its
nal ground test of the reusable solid rocket
motor (RSRM) at ATKs facility in Promon-
tory, Utah. The test marked the end of a 30-
year program that continuously improved the
RSRMs performance and safety features.
This year, three success-
ful shuttle launches have
taken place; one is left
on the manifest.
On May 6, NASA
successfully tested the
Orion crew module
abort system. Conducted
at the Armys White
Sands Missile Range in
New Mexico, it was the
rst fully integrated test
of the launch abort sys-
tem (LAS). The LAS in-
cluded three solid rocket
motors: abort, attitude
control, and jettison.
The abort motor, manu-
factured by ATK, pro-
pelled the crew module
from the pad. The atti-
tude control motor, also
built by ATK, red simul-
taneously with the abort motor and steered
the vehicle. The jettison motor, built by Aero-
jet, pulled the entire LAS from the crew mod-
ule, clearing the way for the parachute de-
ployment and landing.
Solidrockets
Progress in solid propulsion included signi-
cant milestones and technology break-
throughs this year. In May, Raytheon Missile
Systems delivered the 100th Standard Missile-
3 Block IA to the Missile Defense Agency. On
the tactical side, the Army selected Raytheon
to nalize the design for the next-generation
1.55-mm precision-guided projectile during
the next phase of the Excalibur Ib program.
The production milestones continue for
solid propulsion as Lockheed Martin delivered
the 1,000th Joint Air-to-Surface Standoff
Missile to the Air Force.
Lockheed Martin and Aerojet teamed on
the Joint Air-to-Ground Missile (JAGM) pro-
gram and achieved a technological break-
through by successfully completing full tem-
perature range testing and validation to sup-
port a single rocket motor solution for all
JAGM xed-wing and rotary-wing platforms.
Aerojet provided the missile segment en-
hancement (MSE) advanced two-pulse solid
rocket motor that provided the energy man-
agement for Lockheed Martin Missiles and
Fire Controls successful Patriot Advanced Ca-
pability-3 (PAC-3) MSE guided test ight-1B
(GTF-1B). This was the rst successful MSE
test in which a target simulating a tactical bal-
listic missile was intercepted in the MSE ex-
tended battlespace.
ATK was awarded an R&D contract for the
Counter Air/Future Naval Capabilities pro-
gram by Naval Surface Warfare Center/China
Lake to develop new technologies that can be
incorporated into next-generation air-to-air
missiles such as AMRAAM and like systems.
Aerojets advanced third-stage technology
demonstration motor and advanced second-
stage motor were successfully tested by the
Air Force in altitude static tests. Meanwhile,
ATK successfully static tested its internally
funded CASTOR 30 motor, being developed
to support commercial resupply missions to
the ISS, at the Air Forces Arnold Engineering
Development Center in Tennessee.
July 20 marked the 50th anniversary of
the Navy Strategic Systems Programs rst
underwater launch of a eet ballistic missile.
Todays Trident II D5, a three-stage, solid-pro-
pellant, inertial-guided ballistic missile, has
achieved 134 consecutive successful sub-
merged test launches since 1989, the last four
having occurred on June 8 and 9 of this year.
Orbital Sciences successfully launched its
rst Minotaur IV rocket for the Air Force on
by Clyde E. Carr Jr.
and Barbara A. Leary
The Orion launch abort system
and attitude control motor, both
manufactured by ATK, undergo
static testing.
Data from flight
tests of the Ares I-X
will enable NASA to
improve the vehicles
design and safety.
and examining their combustion characteris-
tics for clean and efcient use in current en-
gines. Research groups at the University of
Texas at El Paso are developing fuel-exible
turbine combustors and next-generation ther-
mal barrier coatings (TBCs) for future zero-
emission coal power systems. Some notable
advances in this area include identication of
ame ashback due to combustion-induced
vortex breakdown, and development of nano-
structured hafnium-based TBCs.
CFD tools are essential for all aspects of
designing terrestrial energy systems. Re-
searchers at institutions around the world are
working to develop and validate next-genera-
tion CFD tools such as large-eddy simulation
(LES). Because of the signicant spatial and
temporal variations of ow variables, the pres-
ence of large-scale coherent vortical struc-
tures, and other inherently transient physical
and chemical processes in gas turbine com-
bustors, LES models appear to be much more
promising than Reynolds-averaged Navier-
Stokes models. LES provides detailed time-de-
pendent spatial data, which are valuable for
development/evaluation of new combustors
and the design of reliable control strategies.
The CFD group at Michigan State Univer-
sity has been involved in modeling and large-
scale simulations of turbulent reacting ows in
realistic ow congurations. More recently,
the group has developed a novel subgrid com-
bustion model called FMDF. This model can
handle the two-way interactions between the
turbulence and combustion in LES and is ap-
plicable to various turbulent ames (nonpre-
mixed, premixed, partially premixed, slow,
fast, and so on). The LES/FMDF methodol-
ogy provides a basic framework for imple-
menting important physical and chemical
processes into the simulations. It can also be
continuously and systematically improved and
applied to increasingly complex systems.
Finally, it is worth noting that during the
past two decades, the U.S. energy R&D en-
terprises have experienced a missing genera-
tion of energy engineers and professionals.
There are simply not enough graduate stu-
dents enrolled in energy disciplines at U.S.
universities to replace the engineers and sci-
entists who plan to retire within the next ve
to eight years. This has now become a serious
workforce crisis and poses a threat to the na-
tions energy security and sustainability. To
meet the workforce demand, the U.S. must
invest more in this area so that universities can
continue to train and educate future leaders in
energy science and engineering programs.
Terrestrial energysystems
This year signicant efforts focused on the de-
velopment of sustainable energy technologies,
including alternative fuels, renewable power,
advanced fossil power generation, and carbon
capture and sequestration. Among several al-
ternative fuel options, biofuel has the best
near-term potential. Researchers at the Uni-
versity of Oklahoma are using molecular engi-
neering and designer catalysts to tailor the
properties of biomass-derived fuels to closely
match gasoline, diesel, and jet fuels. They
have also developed experimental techniques
for rapidly characterizing the combustion be-
havior of biofuels.
Currently available power plant design
tools are highly discipline specic. However,
tomorrows zero-emission power plants are
highly integrated, complex systems. Their de-
sign and development processes require engi-
neers with diverse expertise. Recently, Ames
Laboratory scientists have developed virtual
engineering software to facilitate power plant
design processes within a multidisciplinary
framework. The software combines CAD
models, process simulation, and CFD analyses
to allow real-time design review and changes.
Coal remains the primary source of fuel
for most of the electricity generation in the
U.S. An aggressive portfolio of technologies is
emerging to make the future coal power sys-
tem cleaner and more efcient. Enabling tech-
nologies such as advanced gasication, high-
hydrogen fuel turbines, oxy-fuel turbines, and
carbon sequestration not only will allow exist-
ing systems to meet stringent environmental
regulations but also will make the future plants
cleaner and more efcient.
At the University of Maryland, researchers
are investigating ameless combustion tech-
nologies for zero-emission and energy-ef-
cient gas turbine engines. They are also devel-
oping biofuels using membrane technology by Ahsan Choudhuri
Prof. Mark Bryden (left) of Iowa
State University shows the new
virtual engineering tool for
energy systems design.
delivered, with orders or options up to model
20. Twenty years in-orbit and 12,000 hr of
thrusting time have been accumulated. For
the small GEO EP thruster assembly, eight
SPT-100 thrusters have been procured, and
Snecma will begin integration activities. De-
veloped under ESA, small GEO satellites will
rely on Hall thrusters from Snecma, or on
HEMPT units from Thales.
At over 31,500 hr of operation, NASAs
evolutionary xenon thrustera 7-kW ion en-
gine developed by NASA Glenn and Aerojet
became the longest lifetime thruster of any
type ever, with a total propellant throughput
over 520 kg and total impulse over 19 MN-sec.
The high-voltage Hall accelerator, a high-
specic-impulse engineering model thruster
built by Aerojet and NASA Glenn, has under-
gone performance testing. The thruster in-
corporated a life-extending discharge channel
replacement innovation. The testing of the
NASA-300M Hall thruster was performed for
power and voltage levels up to 20 kW and
600V with xenon and krypton propellants.
The French GDR research group (CNRS/
CNES/Snecma/universities) continued Hall
thruster physics investigations, with partner-
ships with the Charles University of Prague
and the IPPLM institute of Warsaw. With
Snecma, ONERA, and IPPLM, the GDR will
design, manufacture, and test a 20-kW Hall-
effect thruster within the HiPER European re-
search program on high-power EP. Testing
will begin in 2011.
Princeton Plasma Physics Laboratory, with
Aerospace Corporation, examined perform-
ance improvements for cylindrical Hall
thrusters (CHTs). The lab built low-power per-
manent magnet CHTs with improved mag-
netic design, which demonstrated superior
performance over CHT with electromagnets
during measurements at NASA Marshall.
With a larger volume-to-surface ratio over
conventional Hall thrusters, the CHT poten-
tially offers less erosion and longer lifetime.
Electric propulsion
The Aerojet/Lockheed Martin Space Systems
BPT-4000, a 4.5-kW Hall thruster system,
was launched for the rst time aboard the
USAF Advanced Extremely High Frequency
satellite. It also completed over 10,000 hr of
ground testing, marking the most throughput
ever demonstrated on a Hall thruster. Acceler-
ation channel erosion was reduced signicantly
after about 5,600 hr. Numerical simulations at
JPL revealed with potentially breakthrough im-
plications that by properly shaping the mag-
netic eld near the channel walls, their erosion
can be practically eliminated.
In 2010, three science missions featured
EP in ight. The Hayabusa spacecrafts ion
engine system powered it back to Earth after
a seven-year mission to asteroid Itokawa. The
system logged 39,637 engine-on hours, in-
cluding 14,830 hr on a single engine. Aerojet
has entered into an agreement with NEC to
market this system in Japan and the U.S.
By the end of August, the three-engine
ion propulsion system (IPS) on NASAs Dawn
spacecraft had operated in ight for 16,500
hr and delivered a delta-V of 4.8 km/sec
while consuming 183 kg of the original 425
kg of xenon propellant. Dawn is scheduled to
rendezvous with Vesta in July 2011 and
Ceres in 2015.
ESAS GOCE satellite is providing unique
data on Earths gravity eld and geoid using
two T5 ion thrusters. The ion propulsion as-
sembly from QinetiQ is operating well.
ESAs LISA Pathnder, scheduled to
launch in 2012, features a drag-free system
using micronewton EP provided by ESA and
NASA. BepiColombo, a Cornerstone mission
to Mercury to launch in 2014, will rely on a
4.5-kW T6 IPS from QinetiQ.
Space Systems/Loral (SS/L) has launched
six spacecraft with stationary plasma thrusters
(SPTs). The SPT subsystems in ight have to-
gether logged over 11,000 hr of thruster op-
eration. They incorporate four Fakel SPTs and
two SS/L power processing units. The last
three satellites feature new SPT modules with
greater range of motion. SS/L has ve SPT
subsystems delivered to spacecraft scheduled
to launch through 2011, and ve more to be
delivered to spacecraft under construction.
At Snecma, Safran Group, the last two of
four PPS 1350-G thrusters for Alphasat were
delivered. Production of thruster module as-
semblies has attained signicant milestones:
By the end of the year, ight model 16 will be by Olivier Duchemin
Testing of advanced
metal propellants for EP
took place at Michigan
Technological University.
From upper left and
going clockwise the
propellants are xenon,
bismuth, zinc, and
magnesium. Courtesy
Michigan Technological
University.
within Earths atmosphere. Of particular note,
engine performance, operability, and thermal
balance characteristics were all as expected,
comparing quite favorably with those of
ground tests. The ight made history, already
having being compared to the rst ight of the
jet engine, and has ignited serious interest in
applications for future operational vehicles us-
ing hydrocarbon fuels. Three additional ights
are tentatively planned between this month
and May 2011.
Air Transport World awarded the Joseph F.
Murphy Industry Achievement Award to
CAAFI, the Commercial Aviation Alternative
Fuel Initiative, for the overall coordination of
alternative aviation fuel efforts. The aviation
industry formulated a system-level gated risk
management process (fuel readiness level) as
well as an environmental analysis framework
developed by a U.S. Interagency Working
Group that included DOE, the Air Force, and
the FAA. Both these initiatives were submitted
to the International Civil Aviation Organiza-
tion and adopted as best practices.
The FAAs Partnership for Air Transporta-
tion Noise and Emissions Reduction (PART-
NER) released the rst quantitative ground to
wake report on alternative jet fuel green-
house gas life-cycle emissions, as part of con-
tinuing research under the FAA-funded PART-
NER Center of Excellence at MIT. Following
successful adoption of the alternative jet fuel
specication (ASTM D7566) in 2009, a num-
ber of alternative fuel ights were conducted
this year. On April 30, United Airlines con-
ducted the rst ight (in the U.S.) of a com-
mercial aircraft using natural-gas-derived Fis-
cher-Tropsch synthetic parafnic kerosene
(SPK), a jet fuel produced by Rentech.
In March and April, the USAF and Navy
conducted a signicant ground and ight test-
ing program with a hydrocarbon aviation bio-
fuelhydroprocessed renewable jet or bio-
SPKon the A-10 and F-18. The C-17 also
was ight tested with this fuel in August. The
USAF/Navy fuel was competitively procured
from UOP by the Defense Energy Support
Center. Several alternative jet fuel production
agreements also were announced this year. In
parallel, the Princeton-led AFOSR-funded sur-
rogate fuel Multi-University Research Initiative
project has developed and tested a generic ap-
proach to constructing surrogate jet fuel mod-
els for real fuels from alternative sources. This
partnership and the progress in jet surrogate
fuel modeling will support the development
and deployment of commercially viable, envi-
ronmentally friendly alternative aviation fuels.
Propellantsandcombustion
The X-51A scramjet engine demonstrator
(see page 57) made its rst ight on May 26.
The WaveRider is a USAF/DARPA-funded
research project managed by the AFRL
Propulsion Directorate with participation by
NASA, Boeing, and Pratt & Whitney Rocket-
dyne. The goal is to demonstrate that the hy-
drocarbon-fueled scramjet engine has taken a
major step toward reaching TRL 6 (technol-
ogy readiness level six) and is ready for pow-
ered ight tests.
This year the program met several signi-
cant milestones, including successful comple-
tion of dress rehearsal ights in preparation
for WaveRiders rst ight; completion of as-
sembly of all four ight test vehicles; and,
most important, successful rst ight.
The ight went as planned: The ATACMs
booster accelerated the vehicle at over 6 g to
the engine start envelope, where a nominal
stage separation and scramjet ignition on eth-
ylene occurred. Transition to JP-7 went as ex-
pected. The vehicle had nominal performance
except for isolated internal temperature rises.
After 143 sec of the 240-sec planned scram-
jet engine operation, the vehicle began to de-
celerate and descend in what appeared to be
a glide. The mission was an unqualied suc-
cess. Analysis of the ight continues.
The WaveRider achieved ight conditions
between approximately Mach 4.7 and Mach
4.90 and cruised at those conditions for over
170 sec, of which 143 sec provided good en-
gine data. (During the last roughly 25 sec of
powered ight, signicant data dropouts oc-
curred.) This is over 10 times longer than any
previous scramjet operation in free ight
by Joanna Austin, Charles
F. Brink, James Edwards,
and Yiguang Ju
A C-17 Globemaster III takes off
August 27 on a flight test to ex-
amine how it performs with dif-
ferent combinations of biofuels.
The aircraft is powered by 50%
JP-8, 25% by hydro-treated re-
newable jet fuel, and 25% by a
FischerTropsch fuel. The 418th
Flight Test Squadron conducts
flight tests during the week us-
ing different combinations of
regular JP-8 and the HRJ. Air
Force photo by Kenji Thuloweit.
expensive way for the
students to learn. The
program and its curric-
ula are being replicated
across Texas. NASA
provided funding to
FHS to support alter-
native hybrid fuel and
nozzle material devel-
opment. This year,
FHS successfully tested
nine alternative fuels at
the schools Humble-
Bowden Propulsion
Research Center. Us-
ing a fuel grain and
nozzle material from its
R&D work, FHS de-
signed and built a 525-
lb hybrid-propelled
sounding rocket capa-
ble of lofting a 25-lb
telemetry research pay-
load to 75,000 ft by
producing 2,500-lbf of
thrust for 26 sec.
Orbital Technologies (ORBITEC) contin-
ued developmental testing of a 10,000-lbf-
thrust-class vortex hybrid motor. The 14-in.-
diam motor uses aluminized HTPB (hyroxyl-
terminated polybutadiene) solid fuel and liquid
oxygen injected in a swirling fashion to gener-
ate a vortex ow eld in the fuel port to drive
fuel regression rates that are both fast and ax-
ially uniform. The high regression rates allow
for a single-port, cartridge-loaded fuel grain to
provide low operations costs and rapid turn-
around. The test program aims to demon-
strate the functionality of the vortex hybrid de-
sign, stable and efcient combustion, high
reliability, and the potential for low recurring
costs. Testing to date has indicated stable, ef-
cient combustion, with characteristic velocity
efciencies of about 97%.
Rocket Lab of New Zealand successfully
developed and launched a hybrid suborbital-
class sounding rocket with the aim of reaching
120-km altitude. The sounding rocket was an
all-carbon-composite construction, including
composite linerless pressure vessels, in-house-
developed aerothermal ablatives, and com-
posite combustion chamber and nozzle. The
propellants used were nitrous oxide and
Rocket Labs in-house-developed fuel, hybrid
90A. The company says this fuel offers equiv-
alent regression rates to HTPB but with supe-
rior mechanical properties that enable com-
plex grain geometries without web supports.
Hybridrockets
Several organizations made important contri-
butions to hybrid rocket research this year.
Scaled Composites has completed ve suc-
cessful static ring tests of the hybrid rocket
motor for SpaceShipTwo, including an in-
creased duration ring in August. On October
10, the vehicle completed its rst piloted glide
ight. The craft, under development by Virgin
Galactic, will be transported by a new com-
posite aircraft to the upper atmosphere,
where the hybrid motor will ignite and propel
space tourists, scientists, and payloads into
space. Suborbital trajectories of up to 65-mi.
altitude are expected.
Under a contract from AFRL, Space
Propulsion Group (SPG) has continued its de-
velopment of high-performance LOX/paraf-
n-based hybrid rocket motor technology.
Over the course of the year, more than 15
motors in the 7,000-lb-thrust class have been
red. Excellent combustion efciencies and
good motor stability behavior have been
demonstrated without the addition of external
heat or the injection of pyrophoric liquids. In
addition, SPG has successfully fabricated sev-
eral 22-in.-diam parafn-based fuel grains,
each weighing over 1,500 lb. The new grains
will be burned in a 30,000-lb-thrust LOX hy-
brid motor. Static ring of this large motor is
planned for the end of this year.
IN Space, along with partners Purdue Uni-
versity and General Kinetics, investigated the
catalytic decomposition of oxidizers in hybrid
rockets to improve energy management while
increasing fuel-grain regression rates and lim-
iting fuel slivers. Using a catalyst bed to de-
compose the oxidizer before injection, a labo-
ratory-scale hydrogen peroxide/polyethylene
hybrid motor achieved characteristic velocity
efciencies of up to 100%, regression rates
up to 50% higher compared to a different ig-
nition method, and a 10:1 throttling range
with stable combustion. For a liquid injection
conguration, catalytic fuel grains were static
red with 90% hydrogen peroxide, resulting
in rapid ignition and regression rates 2.5
times those of uncatalyzed fuel grains. This
project was funded by the Air Force at AFRL.
Fredericksburg High School (FHS) in Fred-
ericksburg, Texas, is continuing its aero-
science program, led by Brett Williams. This
program educates high school students
through theoretical study and hands-on expe-
rience in rocket propulsion. Working with hy-
brid motors provides a relatively safe and in- by Steven Frolik
A hybrid sounding rocket built by Fredericksburg High School
was launched from White Sands Missile Range.
pressed target, creating a hot spot in the inte-
rior of the target burn that propagates out-
ward into the surrounding fuel. This then
greatly increases energy gain, because part of
the required input energy is replaced by the
propagating burn. Fast ignition is very ef-
cient in giving very high gains while maintain-
ing a low electron temperature, allowing igni-
tion of more demanding fusion fuels such as
p-11B. The University of Illinois and the Los
Alamos National Laboratory conducted this
work.
NASAs recent Mars DRA (design refer-
ence architecture) 5.0 study examined mis-
sion, payload, and transportation system op-
tions and requirements for a human Mars
mission in the 2031-2033 timeframe. A
proven technology, NTP could potentially en-
able future human Mars missions with reason-
able initial mass in LEO and a reasonable
number of Ares V launches. However, to re-
capture, mature, and ight qualify NTP sys-
tems in time to support future cargo and
crewed Mars missions in the post-2030 time-
frame will require meaningful, sustained in-
vestments beginning in the next several years.
These investments will attempt to establish
rm NTP engine system requirements using
updated Mars mission analysis and payload
estimates; recapture composite Rover/NERVA
fuel element technology, and mature uranium
dioxide in tungsten metal cermet fuel tech-
nology; perform high-delity modeling, de-
sign, and engineering of candidate engine sys-
tems; prepare test facilities; and conduct the
required nuclear/nonnuclear demonstration
tests of NTP fuels, components, and subsys-
tems in preparation for contained full-scale
ground testing of both demonstration and
ight-type engines.
Assuming ve years of technology prepa-
ration and then a 10-year development
phase, NTP ight testing can begin in the late
2020s, in time to support initial human Mars
ights in the 2031-2033 timeframe.
Nuclear andfutureflight
propulsion
Atmospheric mining in the outer solar system
was investigated as a means of fuel production
for high-energy propulsion and power. Fusion
fuels such as helium 3 (3He) and hydrogen
can be wrested from the atmospheres of
Uranus and Neptune.
In 2009 Case Western Reserve, assisted
by NASA Glenn, undertook six aerospace de-
sign studies of such mining. Both 3He and hy-
drogen were the primary gases of interest, hy-
drogen being the main propellant for nuclear
thermal or nuclear fusion rocket-based atmo-
spheric ight. Four teams addressed issues as-
sociated with atmospheric cruiser-based and
balloon-based mining vehicles. Two teams fo-
cused on outer planet moon mining for the
gases. Many of the cruiser designs were effec-
tive in gathering 3He in less than one year.
Using nuclear thermal propulsion, or NTP
(with primarily closed-cycle gas core rocket
technology), effective ights into and out of
the atmospheres of Uranus and Neptune were
possible. Outer planet moon mining vehicles
were also designed and parametric analyses of
3He concentration conducted. A central
power system supported multiple miners,
making the mobile miners lighter than those
with onboard power. Some teams concluded
that NTP must focus on very high specic im-
pulse closed-cycle gas core powered vehicles.
Uranus and Neptunes vast reservoirs of fuels
are more readily accessible than those of
Jupiter and Saturn and, with the advent of nu-
clear fusion propulsion, may offer the best op-
tion for the rst practical interstellar ight.
Laser-driven inertial connement fusion
(ICF) is extremely attractive for deep-space
propulsion and has been the subject of several
conceptual design studies. However, these
were based on older ICF technology using ei-
ther direct or indirect X-ray-driven type tar-
get irradiation. This leads to rather low energy
gains. Moreover, traditional deuterium tritium
fusion was selected, requiring tritium breeding
and delivering 80% of the fusion energy in
neutrons that cannot be directed through an
exhaust nozzle.
However, important new directions have
developed for laser ICF in recent years follow-
ing the development of chirped lasers capa-
ble of ultrashort pulses with powers of ter-
awatts up to a few petawatts. This has led to
the exciting concept of fast ignition, where
the petawatt laser beam strikes a precom-
by Bryan Palaszewski
and the AIAA Nuclear and
Future Flight Propulsion
Technical Committee
The performance and size of the
RL10B-2 chemical engine can be
compared with different thrust
NTR engines.
duce material in support of DOD and com-
mercial applications.
NASA successfully boosted the Orion
Launch Abort System (LAS) at the Armys
White Sands Missile Range on May 6. At igni-
tion, the motor produced 500,000 lb of force
that pulled the Orion capsule mockup off the
pad and accelerated it skyward to about 445
mph in less than 3 sec. The motor, with its
four nozzles, continued to burn for a total of
about 6 sec, boosting the system to an altitude
of nearly 4,000 ft and putting it on a ballistic
trajectory with a predicted high point of
roughly 6,000 ft. The revolutionary attitude
control module (ACM), a solid motor with
eight computer-controlled exhaust ports,
helped maintain the crafts stability during the
initial climb away from the launch pad.
Ten seconds after takeoff, the ACM began
repositioning the vehicle to a capsule-rst ori-
entation, and as the craft passed through the
apex of its trajectory, the burned-out LAS was
jettisoned. Drogue parachutes then deployed
from the capsule to slow and stabilize it before
three 116-ft-wide parachutes unfurled for the
nal descent. The heavily instrumented cap-
sule hit the ground at 16 mph, 2 min 14 sec
or so after launch and 6,919 ft from its take-
off point.
Energetic components
andsystems
On August 31, Alliant Techsystems and
NASA conducted a second successful ground
test (DM-2) of the Ares-I ve-segment devel-
opment motor. This test was an important
milestone in the development of the next gen-
eration of U.S. launch vehicles.
Initial test data indicated that the motor,
which had been chilled to a 40 F core temper-
ature since early July, performed as designed,
burning for just over 2 min and producing ap-
proximately 3.6 million lb of thrust and about
22 million hp. The test collected 764 chan-
nels of data to accomplish 53 test objectives.
The DM-2 test was designed to expand
the envelope of operating conditions for the
ve-segment motor by ring it at cold temper-
ature to test its redesigned joints. The joints
had been modied after the 1986 space shut-
tle Challenger accident, with joint heaters
added to keep the O-rings exible at cold tem-
peratures. Since then, engineers have devel-
oped O-rings with a new material that is far
more resilient at colder temperatures than the
old materials, to the point where the joint
heaters are no longer necessary. A major part
of the DM-2 test was to conrm the perform-
ance of the joints at these colder tempera-
tures. Test data indicate the new joint design
performed properly.
The CAD/PAD (cartridge actuated de-
vice/propellant actuated device) R&D and PIP
(product improvement program) Branch at
the Indian Head Division, Naval Surface War-
fare Center, is leading a multiyear develop-
ment program to nd an environmentally
friendly replacement for the primary explosive
lead azide, specically RD-1333. The result of
this effort is a novel compound, copper(I) 5-ni-
trotetrazole, also called DBX-1, which has
been synthesized and characterized by Pacic
Scientic Energetic Materials (PSEMC) in
Chandler, Arizona. Testing of this material has
shown that it has sensitivity and safety charac-
teristics that are similar to those of lead azide,
and slightly greater output characteristics. In
addition, DBX-1 has been tested in a variety
of detonator applications, with results that in-
dicate it may serve as a drop-in replacement
for lead azide.
PSEMC is currently working to scale the
compound up to larger batch sizes. The cen-
ter is attempting to establish a manufacturing
capability for this material. Once the material
fabrication is scaled up, the center will pro- by Donald Jackson
Alliant Techsystems and NASA conducted a second successful ground test of the Ares I
five-segment development motor.
by Advanced Methods and Materials, and a
pair of Sunpower 1-kWe Stirling engines with
thermodynamically coupled
shared working uid ex-
pansion space to reduce
structural weight and con-
trol complexity.
Development also
continues on the ad-
vanced Stirling ra-
dioisotope generator
(ASRG) for potential
use in NASAs Dis-
covery 12 mission
in 2015. The ASRG reduces Pu-238 require-
ments by a factor of four over current RTG
(radioisotope thermoelectric generator) sys-
tems. The ASRG engineering unit has been in
extended testing at NASA Glenn, accumulat-
ing over 13,000 hr of extended operation and
supporting controller development with Lock-
heed Martin, DOEs ASRG system integrator.
NASA Glenn has also received four pairs of
next-generation advanced Stirling convertors.
These are hermetically sealed and include all
the necessary interfaces. Testing of these de-
vices includes extended (24 hours a day) oper-
ation to provide additional data on life, relia-
bility, and durability and to enable further
controller development.
NASA is improving battery performance
and safety for human missions. This effort in-
cludes development of non-ow-through
proton-exchange-membrane fuel cells and
electrolyzers, coupled with low-permeability
membranes for high pressure operation; high-
energy battery cells using lithiated mixed-
metal-oxide of NMC (Ni-Mn-Co) cathodes;
electrolytes that are both high-voltage stable
and ame resistant; cathode coatings to re-
duce exothermic reactions; and a reversible
thermal switch for overtemp conditions. For
the NASA extravehicular mobility unit, ABSL
delivered four long-life battery assemblies for
integration into astronaut spacesuits designed
for use on the ISS. Each battery assembly has
an energy density in excess of 180 Wh/kg.
Mars Science Laboratory (MSL), sched-
uled to launch in the fall of 2011 and land on
the red planet in August 2012, includes the
largest rover ever sent to Mars. MSL has suc-
cessfully completed the integration and test of
upgraded power system electronics, testing of
a new solar array qualication coupon, and
fabrication of the rst EM lithium-ion battery
assembly with the new higher capacity rover
battery assembly unit containing two 43-amp-
hr batteries.
Aerospacepower systems
Power system technology contin-
ues to advance to meet the need
for higher performance and en-
able high-power missions with
reduced mass and stowed vol-
ume for launch. AFRL con-
tinued its research into
high-efciency, exible ap-
plications using inverted
metamorphic (IMM) so-
lar cells to achieve ef-
ciencies of over 32% with a thinned multi-
junction cell. Current efforts focus on applying
these advanced cells to space arrays using an
integrated blanket interconnect system.
AFRLs array initiatives for incorporating the
IMM cell include Boeings high-performance
solar array, ATKs ultraex array, the DSS
roll-out solar array, and MicroSat Systems
folded integrated thin-lm stiffener array.
DARPAs Fast Access Spacecraft Testbed
(FAST) program aims at developing an ultra-
lightweight high-power-generation system that
can generate up to 175 kW. The goal of the
program is to demonstrate a suite of critical
technologies, including high-efciency solar
cells, sunlight-concentrating arrays, large de-
ployable structures, and ultralightweight solar
arrays. These technologies enable lightweight,
high-efciency, high-power satellites. When
combined with electric propulsion, FAST will
lay a foundation for future self-deployed high-
mobility spacecraft to perform ultrahigh-
power communications, space radar, satellite
transfer, and servicing missions.
Modular solar panels promise improved
cost, standardization, and qualication trace-
ability compared to todays customized tech-
nology. DR Technologies MOSAIC modules
are sized as a single string of standard high-
efciency cells and integrate into body-
mounted and deployable panel congurations;
a ight on FalconSat 6 is planned. SpaceQuest
has provided its modules for FASTSAT, a joint
activity of NASA and the Dept. of Defense.
NASA and the Dept. of Energy continue
to conduct research and subsystem testing
aimed at enabling ssion power in space or
on planetary surfaces. This year nearly all
planned subsystems technology readiness
demonstrations were completed. The subsys-
tems included a no-moving-parts electromag-
netic annular linear induction pump for con-
trolled ow of liquid metal NaK at 525 C, a
prototype NaK-to-NaK heat exchanger built
by the AIAA Aerospace
Power Systems Technical
Committee
Mars Science Laboratory has
successfully completed
testing of a new solar array
qualification coupon.
biter, also known as the Akatsuki spacecraft.
Akatsuki will begin transfer into Venus orbit in
December 2010 using this 500N bipropellant
engine built by IHI Aerospace. One week after
the Akatsuki launch, Aerojet celebrated the
launch of its highly modular propulsion sys-
tem on the inaugural GPS IIF spacecraft.
The European Space Agency (ESA) con-
tinued to develop the 180-kN Vinci expander
cycle engine designated to power the future
upper stage of the Ariane 5 launcher midlife
evolution (A5ME). As part of various design
adjustments related to A5ME requirements,
Snecma conducted additional tests on the
P4.1 high-altitude bench at DLR Lampold-
shausen. The main objectives of these tests
were to explore the engines entire ight do-
main with ring time beyond 700 seconds,
and to operate the large area ratio extendible
composite nozzle in line with its deployment
mechanism.
ESA's Future Launcher Preparatory Pro-
gram (FLPP) rened system studies were initi-
ated in 2010 to more specically trade differ-
ent launcher candidates in view of a next-
generation space transportation system. An
important focus area was FLPPs main stage
propulsion technology program. By midyear,
EADS/Astrium had successfully hot-red a
high pressure liquid hydrogen cooled subscale
nozzle (SCENE), designed and manufactured
by Volvo Aero Corporation (VAC). The en-
gine employed laser-welded sandwich technol-
ogy in its construction and achieved a cham-
ber pressure of 140 bar on the P8 test bench
at DLR Lampoldshausen. Earlier in the year,
VAC had set a novel achievement in Euro-
pean nozzle technology when a full-scale liq-
uid hydrogen cooled sandwich nozzle was suc-
cessfully hot-red on a Vulcain 2 engine at
DLRs P5 test bench in support of the ESA
Ariane 5 research and technology accompa-
niment program. In parallel, Snecma ight
tested several cost-saving technology break-
throughs on a Vulcain-scale gas generator and
hydrogen turbo-pump assembly, conrming
the technological readiness levels for these
components.
Liquidpropulsion
In support of next-generation manned space-
ight, Pratt & Whitney Rocketdynes Com-
mon Extensible Cryogenic Engine (CECE)
demonstrated a throttling range from 104%
of rated power down to 5.9%. CECE is a
15,000-lbf thrust class rocket engine designed
as a technology demonstrator for throttling
and use of LH
2
/LO
2
or CH
4
/LO
2
. This latest
test was the fourth in a series conducted in
West Palm Beach over the past ve years.
The CECE program is funded by the NASA
Propulsion and Cryogenics Advanced Devel-
opment project under a contract to demon-
strate cryogenic engine technologies that
could be used for space exploration activities,
including landing on the moon, an asteroid, or
another planet.
The 17.7-to-1 throttling capability demon-
strated by CECE is a rst for a cryogenic en-
gine. Other cryogenic rsts achieved include
closed-loop control throughout the throttle
range, engine start at 10% power level, and
rapid restart at varying power levels. The total
run time for the most recent test series was
2,403 sec, bringing the programs total en-
gine run time to 7,436 sec.
There was also progress on the liquid
propulsion system for the Orion crew and
service modules. Aerojets R-1E 25-lbf bipro-
pellant engine completed hot-re test se-
quences including more than 17,250 sec of
total burn time, demonstrating its ability to op-
erate under a broad variety of conditions ex-
pected for the Service Module. In support of
the Crew Module, Aerojet successfully tested
an up-rated MR-104 160-lbf monopropellant
hydrazine thruster under three times the pre-
viously qualied vibration loads. Subsequent
hot-re testing demonstrated life and high
thrust for contingency operations during
launch abort.
The Japan Aerospace Exploration Agency
(JAXA) and IHI Aerospace qualied two new
pressure-fed, bipropellant rocket engines. The
500-N design is the main engine for JAXAs
cargo transfer vehicle to the ISS, commonly
known as the HTV. The 120-N engines are
used for HTVs reaction control system. IHI
Aerospace also completed manufacturing of
the HTV-3 ight engines, scheduled to launch
in 2012.
Two improved unmanned propulsion de-
signs debuted in summer 2010. On May 20,
the worlds rst ceramic rocket engine was
launched aboard Japans Venus Climate Or-
by the AIAA
Liquid Propulsion
Technical Committee
The HTV main engine undergoes
hot-fire testing.
A SCENE nozzle demonstrator
mounted on an EADS/Astrium
40-kN subscale chamber awaits
testing at the DLR P8 bench.
PEM (proton exchange membrane) fuel cell
fueled by hydrogen from high-pressure and
lightweight hydrogen storage tanks. It boasts
quiet operation and high efciency. The fuel
cell has about four times the efciency of a
comparable internal combustion engine, and
the system provides seven times the energy in
the equivalent weight of batteries.
The United Technologies Research Center
completed a pioneering system study for
NASA assessing embedded, boundary-layer-
ingesting (BLI) propulsor technologies for hy-
brid wing body aircraft. Results indicate that
embedded propulsors, with BLI inlet airow
distortion effects mitigated adequately, pro-
vide up to 5% reduced fuel burn compared to
advanced conventionally congured turbofan
engines, and 10% (or more) reduced fuel burn
with increased levels of BLI.
An 18-month NASA effort to explore con-
cepts for 2030-era subsonic single-aisle com-
mercial aircraft has produced interesting nd-
ings. A Boeing-led study that presented ve
designs indicates that hybrid electric engine
technology is a clear winner that can meet
NASAs goals of reduced fuel burn, NO
x
emis-
sions, and eld length. A portfolio of ad-
vanced technologies (nicknamed SUGAR
Volt), including an electric battery gas turbine
hybrid propulsion system, was found to re-
duce fuel burn by more than 70% relative to
today. MIT/Aurora/Pratt &Whitney pre-
sented a concept featuring a double-bubble
design and a three-engine BLI propulsion sys-
tem with ultra-high-bypass ratios above 20.
Two versions are being considered, one using
existing technologies and another using ad-
vanced technologies. The latter designs en-
gines have compressor exit corrected ows of
roughly 1 lb/sec; the denition of appropriate
congurations to provide these high-efciency
small cores is a technology challenge remain-
ing to be addressed.
The NASA/General Electric collaboration
on open rotors ended its rst phase with com-
pletion of aerodynamic and acoustic testing in
the NASA Glenn 9x15-ft low speed wind
tunnel. Six blade sets were evaluated for per-
formance at takeoff and approach conditions.
Detailed measurements using technologies
such as acoustic phased array and stereo par-
ticle image velocimetry also were performed.
These provided the historical baseline blade-
set data required for a comprehensive data-
base that will support modeling and simula-
tion. Testing for performance at cruise speed
has begun in Glenns 8x6-ft high-speed wind
tunnel and will continue through this winter.
Air-breathingpropulsion
systems integration
This year has seen
interesting develop-
ments in hypersonic
propulsion systems
and green aviation.
The Air Force
Research Lab (AFRL)
completed a series of
successful experi-
ments demonstrating
Aerojets combined-
cycle integrated in-
let, an enabling tech-
nology for integrated
turbine-based combined-cycle (TBCC) en-
gines. The tests took place at NASA Glenn
following earlier high-Mach tests performed at
Langley. Transonic wind tunnel testing of this
inlet, completed under AFRLs multidiscipli-
nary Robust Scramjet Program and in part-
nership with NASAs Hypersonics Project,
will improve understanding of TBCC engine
operation and performance capacity. This
rst-of-its-kind test activity measured subsonic
through combined-cycle propulsion mode
transition and collected 8,000 data points for
an integrated TBCC inlet.
The X-51s historic 200-sec hypersonic
ight on May 26 marked an important ad-
vancement in scramjet development. Power-
ing the X-51 is the hydrocarbon-fueled SJY61
Pratt & Whitney Rocketdyne scramjet engine,
which features fuel-cooled walls operating in
an endothermic cycle. JP-7 fuel is pumped
from a holding tank through all four walls of
the engine to provide cooling. In the process
of cooling, the fuel is vaporized and eventually
is partially cracked for combustion.
Boeings Phantom Eye high-altitude long-
endurance UAV passed a key testing phase of
its propulsion system, which comprises two
hydrogen-fueled Ford 150-hp, 2.3-liter, four-
cylinder internal combustion engines. Liquid
hydrogen stored in tanks is boiled off and then
passed through a heat exchanger and fed into
the engines at near room temperature. The
engine, turbochargers, and engine control
system successfully completed an 80-hr test in
an altitude chamber.
The Navys Ion Tiger, a small electric
UAV, recently set a 26-hr endurance record.
This aircraft, which can carry a 5-lb payload,
features an onboard electric fuel cell propul-
sion system comprising a 550-W Protonex
by Dyna Benchergui,
Jeffrey Flamm,
and Richard Wahls
NASA Glenns wind tunnels are
enabling the current NASA/GE
collaborative testing of
counterrotating fan-blade
systems for open-rotor jet
engine designs.
heed Martin completed preliminary design of
an actively cooled dual-mode ramjet combus-
tor under the DARPA-funded mode transition
demonstrator program.
Aerojets supersonic sea-skimming target
ramjet propulsion system successfully com-
pleted the rst ight test of the Coyote High
Diver supersonic target mission. The target
vehicle, developed by Orbital Sciences with
Aerojets solid-fueled variable-ow ducted
rocket engine, was rail-launched from the
ground and boosted by a rocket motor to ram-
jet-takeover speed. Under ramjet power, the
system ascended to 35,000 ft and reached
Mach-3.3 cruise speed. At the end of its 110-
n.mi. ight, the vehicle executed a planned
unpowered dive to its objective.
The international community pushed for-
ward air-breathing hypersonics as well. Brazils
Institute for Advanced Studies (IEAv) continued
developing its 14-X, a Mach-10 waverider hy-
personic vehicle. IEAv also ground tested air-
breathing laser propulsion in collaboration
with the Air Force Ofce of Scientic Re-
search. In France, MBDA and ONERA contin-
ued R&T activities in hypersonic air-breathing
propulsion, under contract to continue the re-
maining part of LEAs ight testing program.
The experimental vehicle will be ight tested at
Mach 4-8 in 2013-2015.
Japans JAXA tested a rocket-based com-
bined cycle engine at Mach-11 conditions in
its High Enthalpy Shock Tunnel, following
sea-level static Mach 4-6 tests with a detona-
tion tube supplying combustion gas. At Rus-
sias Central Institute of Aviation Motors, suc-
cessful tests of a large-scale
scramjet model demon-
strator integrated with
a hypersonic air-
frame simulator
were performed
to support de-
velopment of
the axisymmet-
rical hydrogen-
fueled scramjet,
which was ight
tested in the 1990s.
The complex require-
ments of faster vehicles will
continue to demand advances in hypersonic
propulsion. The spectacular ight of the X-
51A WaveRider brought scramjet technology
a major step closer to practical reality.
Read more about these and other pro-
grams at https://info.aiaa.org/tac/PEG/
HSABPTC/default.aspx.
High-speedair-breathing
propulsion
Air-breathing hypersonic propulsion entered a
new era this year. The 7.9-m-long X-51A
WaveRider, powered by the Pratt & Whitney
Rocketdyne scramjet engine, made aviation
history on May 26 with the longest ever
scramjet-powered ight.
This rst ight test brings aviation closer
than ever to the reality of regular, sustained
hypersonic ight, said Curtis Berger, director
of hypersonic programs at Pratt & Whitney
Rocketdyne. We are very proud to be part of
the team that made this possible.
The X-51A program is a collaborative ef-
fort of AFRL, DARPA, Boeing, and Pratt &
Whitney Rocketdyne. During its ight, the
WaveRider was carried beneath an Air Force
B-52 and dropped from an altitude of 50,000
ft. A rocket booster propelled the cruiser to a
speed greater than Mach 4.5, creating the su-
personic environment necessary for starting
its ight. Separating from the booster, the
SJY61 scramjet ignited, initially on gaseous
ethylene; it then transitioned to JP-7 fuel.
The achievement is signicant, because
this is the rst hypersonic ight by a hydrocar-
bon-fueled scramjet. We are ecstatic to have
accomplished many of the X-51A test points
during its rst hypersonic mission, declared
Charlie Brink, X-51A program manager with
AFRL. Brink called the leap in engine tech-
nology equivalent to the post-WW II jump
from propeller-driven aircraft to jet engines.
Aerojet also made progress on
advancing scramjet technol-
ogy. Under contract
with AFRL, the com-
pany completed
ground testing of
a scramjet com-
bustor, demon-
strating a new
thermal manage-
ment technique.
Called core burning,
it forces the combus-
tion ames away from
walls, thereby reducing overall
heat loads. Core burning will enable scramjets
to have more thermal margin, use less cooling
fuel, and y faster than they can with conven-
tional thermal management. The engine op-
erated robustly at simulated Mach-3-5 ight
conditions.
Pratt &Whitney Rocketdyne and Lock- by Dora Musielak
The X-51A WaveRider made
history on May 26 with the
longest ever scramjet-
powered flight.
module habitat (with testing of a prototype
space greenhouse). Two crews, each con-
sisting of an astronaut and a geologist, con-
ducted closed operations in the SEVs for a
week, performing several EVAs, then docked
with the HDU for simulation of suit mainte-
nance, geology, general maintenance, and
food growth experiments.
The ame extinguishment and the smoke
aerosol measurement experiments took place
on the ISS. Conducted in reduced gravity, they
were aimed at improving the reliability of fu-
ture spacecraft re suppression and detection.
The capillary ow experiment improved our
ability to control uids in two-phase systems;
the constrained vapor bubble looked at phe-
nomena important in advanced wickless heat
pipes; and IVGen produced medical quality in-
travenous uids in reduced gravity.
In late December 2009, ESA astronaut
Frank De Winne became the rst non-U.S.,
non-Russian to take command of the ISS.
Two Italian astronauts are preparing their mis-
sions to ISS: Paolo Nespoli for Expedition 26-
27, and Roberto Vittori for STS 134. Vittori
will execute life science and radio-biology ex-
periments. ESA is increasing the ECCO (ESA
cold container) eet to allow the return of bio-
logical samples to Earth at controlled temper-
ature, without the need of a power supply.
The European Science Foundation has ini-
tiated a 24-month project called THESEUS
(towards human exploration of space: a Euro-
pean strategy) to develop an integrated life sci-
ences research roadmap enabling European
human space exploration in synergy with
ESAs strategy to identify potential nonspace
applications and dual R&D.
A Russian-led multinational effort to simu-
late the isolation of a 500-day mission to Mars
is under way in Moscow. By September the
mission had been in progress for 90 days and
had simulated more than 15 million km of
transit from Earth but was still 200 million km
from Mars.
Systems needed for maintaining breath-
able air in spacecraft are being developed at
several NASA centers. Planning continues on
the next tests of the pressure swing amine bed
technology intended for use on Orion, Altair,
EVA systems, and lunar electric rover applica-
tions. A closed-loop CO
2
removal system is
being built incrementally to reduce power as-
sociated with water recovery and to integrate
CO
2
compression with the CO
2
removal func-
tion. Technologies for recovery of O
2
from
CO
2
and H
2
from methane have progressed
signicantly this year.
Lifesciences andsystems
The life sciences and systems (LSS) commu-
nity is conducting numerous aerospace-
related efforts focusing on enabling human
exploration of space. Science and technology
efforts have been un-
der way at space or-
ganizations around the
world to address the
anticipated life sup-
port needs for future
space endeavors.
A modular air revi-
talization system for
future manned space-
craft bound for the
ISS and other LEO
destinations has com-
pleted its preliminary
design review, clear-
ing the way for work
to begin on a ground
test unit. Under NASAs CCDev (commercial
crew development) project, Paragon Space
Development passed the milestone in July
with its commercial crew transport air revital-
ization system.
A panel discussion sponsored by the
House Committee on Science and Technol-
ogy, AIAA, and the American Society for
Gravitational and Space Biology was held in
September. The panel focused on the emer-
gence of the biological economy and leverag-
ing of telemedicine, agriculture, energy and
the environment, and how space biological re-
search enables these terrestrial applications.
In response to requests from Congress,
NASA asked the National Research Council
to undertake a decadal survey of life and phys-
ical sciences in microgravity. Research pro-
posed for the next decade by the life and
physical sciences communities would expand
use of the space environment to solve com-
plex problems in these areas to deliver both
new knowledge and practical benets for hu-
mankind. Their interim report is available on
line (http://www.nap.edu/catalog.php?rec
ord_id=12944). The nal report is due in
early 2011.
Desert RATS (research and technology
studies) simulation testing was conducted in
Arizona to simulate planned operations for fu-
ture exploration of the Moon or Mars. Desert
RATS included two space exploration vehicles
(SEVs) and a habitat demonstration unit
(HDU) that simulated a pressurized excursion by Joe Chambliss
SPACE AND MISSILES
Desert RATS simulated lunar
exploration in the Arizona desert.
masses with a 1-km-long conducting tether.
Recently, NRL completed successful deploy-
ment tests of a spring mechanism called a
stacer, which pushes the two CubeSats apart
at 4 m/sec. TEPCE is planned for ight as a
secondary payload in 2012.
In support of TEPCE, the U.S. Naval
Academy is developing TetherSat, a satellite
system with a 1-km-long tether, to test the
TEPCE tether deployment hardware in LEO
and to analyze the dynamics during and after
deployment. Twin end masses are 1.5U
CubeSats that will contain GPS and other sen-
sors to accurately measure tether libration and
orbital motion data. Although the tether is
conductive, it will not be used to generate
electrodynamic forces. TetherSat is planned
for a ight in late 2011.
Under a Space and Naval Warfare Sys-
tems Command Small Business Innovation
Research program, Star Technology and Re-
search and Tether Applications are develop-
ing a propellantless maneuvering spacecraft
using electrodynamic propulsion with a 10-
km conductive tape and powered by thin-lm
solar arrays. The ElectroDynamic Debris Elim-
inator (EDDE) spacecraft is designed to ac-
tively remove large debris objects from LEO
using lightweight nets deployed from the
ends, at far lower cost than using rockets.
EDDE achieves high performance from its
patented rotating design, which provides sta-
bility and increased thrust. Using data from
the TEPCE ight, a Mini-EDDE will be de-
signed for an orbital ight demonstration.
Spacetethers
In this past year, the space tethers community
launched a sounding rocket payload experi-
ment and continued to prepare several up-
coming ight experiments, as well as to de-
velop new applications.
On August 31, a Japanese space tether
experiment called T-Rex was launched on
sounding rocket S-520-25 from Uchinoura
Space Center (near Uchinoura, Japan), reach-
ing a maximum altitude of 309 km. T-Rex was
developed by an international team led by the
Kanagawa Institute of Technology/Nihon Uni-
versity to test a new type of electrodynamic
tether (EDT) that may lead to a generation of
propellantless propulsion systems for LEO
spacecraft. The 300-m-long tape tether de-
ployed as scheduled and a video of deploy-
ment was transmitted to the ground. Success-
ful tether deployment was veried, as was the
fast ignition of a hollow cathode in the space
environment. Data analysis is ongoing.
Tethers Unlimited (TUI) continued devel-
opment of its terminator tape deorbit module,
a lightweight, low-cost device that uses elec-
trodynamic and aerodynamic drag to enable
spacecraft to meet orbital lifetime regulations.
The company performed testing of termina-
tor tape prototypes aboard the zero-g para-
bolic ight aircraft, demonstrating successful
deployment in microgravity.
An AFOSR-funded team from Penn State,
the University of Michigan, and TUI have been
examining the use of EDTs for energy har-
vesting on spacecraft. The goal is to develop
a better understanding of the power genera-
tion capabilities of EDT systems on various
scales, and how to store energy in and derive
energy from the orbital battery. Initial re-
sults show that large satellites have the poten-
tial to harvest as much as kilowatts, and small
EDT systems for use on CubeSats could har-
vest tens of watts of average power for short
periods of timeuseful, for example, during a
ground station overpass. Femtosats, such as
ChipSats, could benet from EDT systems
that would enable them to maintain orbit with-
out a signicant contribution to size and mass
or the need for expendable propellant.
The Naval Research Laboratory (NRL) is
planning to y a Tether Electrodynamic Pro-
pulsion CubeSat Experiment (TEPCE) to dem-
onstrate electrodynamic propulsion in LEO.
With body-mounted solar cells, TEPCE will be
able to change its orbit by 1 km/day. The
spacecraft consists of two 1.5U CubeSat end
by Sven G. Biln and
the AIAASpace Tethers
Technical Committee
Downlinked video from
the T-Rex tether experiment
shows successful boom
(bottom) and tether
(top) deployment.
images are available to the public on the SDO
web site. By some estimates, SDO will trans-
mit as much as 50 times more science data
than any mission in NASA history, says
Dean Pesnell of Goddard.
The latest in the Geostationary Opera-
tional Environmental Satellite (GOES) series,
GOES-P, was launched on March 8 and ac-
cepted into service on September 1; it will go
by the name GOES-15. It was built by Boeing
Space and Intelligence Systems and launched
with a Delta IV rocket by ULA. The spacecraft
is currently in a parking orbit, ready to take
over weather monitoring and tracking should
one of the currently active GOES spacecraft
experience an anomaly.
The European Space Agencys CryoSat 2
spacecraft was launched on April 8 aboard a
Dnepr rocket. It replaces Cryo-Sat, which was
lost in a 2005 launch failure. CryoSat 2 is de-
signed to precisely monitor the thickness of
ice, both in the ocean and on land. In its most
advanced mode, two SAR antennae on the
spacecraft use interferometric techniques to
accurately measure ice thickness.
This year marked the half-time point in
New Horizons traverse to Pluto. The small
spacecraft, weighing only 478 kg, carries six
instruments to conduct observations of Pluto,
the once-planetary body and now largest of
the Kuiper-belt objects. New Horizons was
built jointly by the Applied Physics Lab and
Southwest Research Institute. With a destina-
tion more than 30 AU from the Sun, New
Horizons is powered by a radioisotope ther-
mal generator, supplying about 240 W to the
grand-piano-size spacecraft. Communication
is done via a large, 2.1-m high gain X-band
antenna. At its destination, New Horizon has
a roundtrip communications latency of ~9 hr,
necessitating a relatively autonomous space-
craft that can manage faults and anomalies re-
covery with minimal ground contact.
The Japanese Aerospace Exploration
Agency launched Akatsuki, a Venus orbiter,
on May 20 aboard a JAXA H-IIA 202 rocket
from Tanegashima. The spacecraft carries in-
novative silicon nitride ceramic thrusters de-
veloped by JAXA for the 500-N orbit maneu-
vering engine. Akatsuki (Dawn) is scheduled
to arrive at Venus this month and enter into a
30-hr elliptical orbit. Akatsuki carries a multi-
wavelength suite of instruments designed to
image the Venusian atmosphere from 90 km
down to 10 km.
These missions are just a few examples of
space systems being built around the world to
expand the frontiers of human knowledge.
Spacesystems
Innovative satellite
systems designed to
carry out scientic ex-
ploration are a main-
stay of our nations
space systems. A
steady stream of satel-
lites since Explorer 1,
launched in January
1958, has quietly and
proudly been expand-
ing the frontiers of hu-
man scientic know-
ledge. In the midst of
changes and upheaval
that marked the year
2010, we celebrate
these achievements,
which represent some
of the best of human endeavors. Despite the
challenges faced by other parts of NASA, its
Science Mission Directorate is enjoying one of
the most fruitful time periods, with more than
15 science satellites in operation. Worldwide,
scientists are getting more data from space-
based observations than ever before.
A slew of Earth-observing space systems
were launched in 2010 to help further under-
stand our planet and its environment. Man-
aged by NASA Goddard, the Solar Dynamics
Observatory (SDO) was launched on February
11 on an Atlas V 401 to a geosynchronous
orbit to provide continuous monitoring of the
Sun. SDO is providing unprecedented multi-
wavelength observation of the Sun, continu-
ously downloaded to its own dedicated
ground station. High-denition near-real-time
by Amy Lo
SPACE AND MISSILES
The New Horizons satellite is
scheduled to arrive at Pluto
on July 14, 2015. Image
courtesy JHUAPL/SwRI.
A close-up look at a substantial
active region on July 9 shows a
hotbed of magnetic activity that
leads to a small solar flare
bursting out into space.
The images were taken by SDOs
AIA instrument in the 171-
wavelength of extreme ultraviolet
light. The thin arcing loops are
really particles spiraling along
magnetic field lines above the
active region.
tercept test. Representatives from several mis-
sile defense assets and emerging technologies
observed the launch and gathered data for fu-
ture analysis. The THAAD system continues
to undergo development and testing to pro-
vide a robust layered defense against ballistic
missiles of all ranges in all phases of ight.
For the third time, a Japan Maritime Self-
Defense Force ship conducted a successful in-
tercept ight test in cooperation with the U.S.
Navy. The test was a signicant milestone in
the growing cooperation between Japan and
the U.S. in the area of missile defense. Also,
the Aegis BMDS successfully completed a se-
ries of exercises. The second-gen-
eration Aegis BMDS brings the ca-
pability to engage increasingly
longer range and more sophisti-
cated ballistic missiles. A two-stage
ground-based interceptor (GBI)
was also successfully ight tested.
This GBI is undergoing develop-
mental testing as part of the
DODs strategy of investing in a
new missile defense option that can contribute
to homeland defense.
Two new propulsion systems underwent
simulated altitude testing at the Air Forces
Arnold Engineering Development Center.
The successful performance test of Aerojets
advanced second-stage large solid-propellant
rocket motor was the rst at simulated altitude
conditions following a 2009 sea-level test at
Edwards AFB. ATKs Castor 30 motor, de-
signed to support a family of motors prod-
uct line for possible DOD and NASA applica-
tions, was also successful, operating for over
150 sec. This rst-ever test of this upper stage
motor was the longest ring in the test facil-
itys 16-year history.
Missilesystems
A number of exciting and important launches
and ights took place this year. Both the low-
cost guided imaging rocket (LOGIR) program
and the Minotaur IV had successful launches.
In addition, the X-51A completed the rst
powered ight of an endothermic hydrocar-
bon-fueled scramjet engine. The value and ad-
vantages of these programs are enormous,
enabling the U.S. to maintain its position as a
world leader.
LOGIR, a Navy-developed guidance en-
hancement capability for rockets, completed
its concept demonstration phase at the Naval
Air Warfare Center Weapons Division with a
successful launch and direct hit. The test in-
volved the air launch of a guided rocket
against a fast inshore attack craft target. The
launch aircraft was a helicopter equipped with
a LOGIR re control system and LOGIR
smart launcher. This test ofcially shifted the
LOGIR project into the joint capability tech-
nology demonstration phase, where it will be
known as Medusa. Completion of a military
utility assessment for Medusa is expected in
2011.
The rst Minotaur IV rocket successfully
launched in April, deploying DARPAs hyper-
sonic technology vehicle 2 into a suborbital
trajectory. The Minotaur IV lite launch vehi-
cle leverages the ight-proven heritage of the
Minotaur I, Pegasus, and Taurus vehicles to
provide an extremely cost-effective and capa-
ble space solution. Future Minotaur IV mis-
sions will include options such as commercial
solid-fuel rocket upper stages and a hydrazine
propulsion and attitude control system.
The X-51A made history when it success-
fully completed its rst ight, with acceleration
from boost (about Mach 4.5) to about Mach
5. The X-51A is an unmanned scramjet-pro-
pelled aircraft developed for advancing air-
breathing hypersonic ight technology. A
Boeing and Pratt & Whitney Rocketdyne con-
sortium is developing the aircraft for the Air
Force and DARPA. In the future, platforms
capable of ying at hypersonic speeds will be
able to respond almost instantly to strategic
and tactical threats. Additional X-51A ights
are planned for late this year and 2011 to
chase the goal maximum, about Mach 6+.
Testing and development continued for
the nations ballistic missile defense system
(BMDS). The operationally congured termi-
nal high-altitude area defense (THAAD) mis-
sile system conducted its seventh successful in-
by the AIAA
Missile Systems
Technical Committee
The successful performance
test of Aerojets advanced
second-stage large solid-
propellant rocket motor was
the first at simulated altitude
conditions.
An AH-1W attack helicopter
launches a guided imaging
rocket during a test at the
NAWCWD Point Mugu sea range.
SPACE AND MISSILES
probe, a multispectral microscopic imager, an
X-ray diffraction instrument, a borehole X-ray
uorescence instrument, and the VAPoR
(volatile analysis by pyrolysis of regolith) and
RESOLVE systems for volatile analysis.
Multiagent teaming of rovers was used to
autonomously prepare a landing pad at the
test site. Concentrated solar energy and elec-
tric resistance heaters mounted on a rover
were used to sinter the tephra surface to in-
crease stability. The geotechnical properties
of the sintered surfaces were measured before
they were tested with the exhaust plume from
an LCH
4
/LOX thruster. Tephra was also col-
lected with an automated rover powered by a
fuel cell and delivered to a carbothermal re-
duction plant, where it was inserted into the
reactor with a pneumatic lift system. The
tephra was processed using concentrated so-
lar energy, producing water that was elec-
trolyzed. The hydrogen produced was stored
in metal hydride canisters, while the oxygen
was liqueed and later used to operate the
LCH
4
/LOX thruster. The stored hydrogen
was used to operate a fuel cell that powered
the carbothermal reduction plant and other
support equipment.
The eld test was very successful and met
all its major objectives. Equipment from several
organizations was successfully integrated at the
test site to create a true end-to-end demonstra-
tion of space resource evaluation and utiliza-
tion. Prototype equipment was operated in a
harsh terrestrial environment for long periods
as a precursor for ight hardware develop-
ment. Several systems were monitored and op-
erated remotely through a satellite communi-
cations link that provided telemetry, situational
awareness, command and control, and data
management. Outreach and public education
events were held during the eld test to share
the exciting work with local residents, students,
and the general public.
NASA Kennedy coordinated and hosted
the inaugural Lunabotics Mining Competi-
tion. This event, sponsored in part by the
AIAA Space Resources Technical Commit-
tee, included designing and building a remote-
controlled or autonomous excavator (lunabot)
for competition, writing a systems engineering
paper, coordinating informal education out-
reach to K-12 students, a lunabotics mining
slide presentation, and a team spirit evaluation.
Finally, an Ohio State University/NASA
Marshall/NASA Kennedy/ASRC Aerospace
team demonstrated the full removal of metallic
and lunar oxide melts by countergravity casting
from a molten regolith electrolysis furnace.
Spaceresources
In another exciting year for the space re-
source utilization community, several tech-
nologies advanced from laboratory prototype
to complete operat-
ing system. Many of
these technologies
were integrated for
the rst time and
tested at the 2010
International Lunar
Surface Operations
and ISRU (in-situ re-
source utilization)
Analog Test. This
eld test took place
from January 25 to
February 12 at a lu-
nar analog test site
operated by PISCES
(Pacic International
Space Center for Ex-
ploration Systems) at
an elevation of 9,000 ft on the slopes of
Mauna Kea. NORCAT (Northern Center for
Advanced Technology) led the test, with fund-
ing from the Canadian Space Agency.
NASAs Science Mission Directorate funded
resource characterization instruments.
The major participants in the eld test
were NASA (Kennedy, Johnson, Langley,
Goddard, Ames, JPL, and Headquarters),
DLR (the German space agency), ORBITEC,
Honeybee Robotics, PSI, ASRC Rocket,
WASK Engineering, the NORCAT-led SRCan
team (Neptec, Xiphos, Ontario Drive and
Gear, UTIAS, Electric Vehicle Controllers,
Virgin Technologies, Natural Resources Ca-
nada, PACEAS Technologies, and YUM Culi-
nary Academy/Cambrian College), the Uni-
versity of Hilo, Arizona State University, UC
Davis, McMaster University, the University of
Mainz, and the University of Washington.
The eld test was a unique opportunity to
integrate many different capabilities required
for space resource utilizationactive vision
systems, drilling, robotic mobility, robotic ma-
nipulators, communications, and ISRU pro-
cessing technologiesinto a single demonstra-
tion. Several instruments characterized the
geotechnical, chemical, and mineral features
of the tephra at the test site. Instruments in-
cluded the RESOLVE (regolith and environ-
ment science and oxygen and lunar volatile
extraction) drill, a combined Mossbauer/XRF,
several cone penetrometers, a heat ow by Robert Gustafson
The integrated regolith processing
system located at a lunar analog
test site on Mauna Kea is remotely
operated from NASA Johnson.
The challenge of ISS spares and preposi-
tion planning is overcoming the uncertainty in
failure rate estimates and minimizing the risk
of inaccurate failure predictions. To mitigate
this problem, the ISS logistics and mainte-
nance team and ISS reliability and maintain-
ability team use Bayesian inference to update
mean time between failure estimates with
ORU performance history. As with previous
updates, the 2009-2010 operating period
generally shows on-orbit hardware perform-
ing better than initially predicted. The
Bayesian update process will likely continue to
be a critical tool for ISS sustainment plans ex-
tending to 2020 and beyond.
ISS prepositioning, sustainment, and re-
pair capabilities were showcased in August af-
ter an ammonia pump module on the star-
board-side truss failed. One of the stations
two cooling loops was brought down, necessi-
tating a reduction in power consumption by
noncritical systems and payloads. Planning
began immediately for removing the broken
pump and replacing it with an available spare.
Expedition 24 ight engineers Doug
Wheelock and Tracy Caldwell Dyson per-
formed a rst spacewalk on August 7
to remove and replace the pump.
Their excursion lasted 8 hr 3
min, making it the longest
ISS-based spacewalk and
the sixth-longest space-
walk in history. Their re-
pair tasks originally in-
cluded removing the
failed pump module
and retrieving a spare
from an external
stowage platform, but
an ammonia leak ne-
cessitated a second EVA
to nish removing the
failed pump and prepare
a spare for installation in a
third and nal spacewalk.
The 780-lb spare ammonia
pump had been delivered in July
2006 via STS-121 and placed on an
external stowage platform. The repair and
replacement tasks took a total of 22 hr 49
min during the three spacewalks.
The extensive EVA work also highlights
the need for implementing EVR (extravehicu-
lar robotics) and EVA/EVR cooperative main-
tenance for other external ORUs (orbital re-
placement units) using the Canadian Space
Agencys special-purpose dexterous manipu-
lator, fondly referred to as Dextre.
Spacelogistics
Space logistics is the theory and practice of
driving space system design for operability,
and managing the ow of materiel, services,
and information needed throughout a space
system life cycle. The shuttles impending re-
tirement will signicantly affect space station
logistics processesthe original ISS opera-
tions and support concept was designed with
continued shuttle operations in mind. The im-
minent cancellation has driven signicant ISS
sustainment concept changes, which now in-
volve greater reliance on spares preposition-
ing, on-station ORU (orbital replacement unit)
repairs, and the loss of capacity for returning
large, high-value parts to Earth for repairs. In
sum, the shuttles retirement will severely chal-
lenge our ability to address satellite servicing
and signicant unplanned ISS system repairs.
Soyuz and Progress ights continue to
transfer crews and materiel to the ISS, and
Soyuz will become the only vehicle capable of
crew and limited cargo return when the shut-
tle retires. The automated transfer vehicle Jo-
hannes Kepler is slated to become the
second European spacecraft to
reach the ISS, with the launch
via an Ariane 5 mission ex-
pected early next year. It
offers signicantly more
cargo capacity than
Progress, with up to
5.5 metric tons of
freight and supplies,
840 kg of water, 100
kg of gases, and 4
metric tons of fuel for
ISS orbit correction.
ESA is also investigat-
ing a reusable reentry
vehicle variant that is de-
signed to return crew and
materiel to Earth. Other
ISS resupply alternatives in-
clude the NASA COTS SpaceX
Dragon and Orbital Sciences
Cygnus vehicles and the JAXA HTV, all of
which are planning ights to the ISS in the
next few years. Dragon brings the potential
for signicant downmass capacity.
Major tasks remaining for the ISS interna-
tional partnership include coordinating ight
schedules, cargo manifests, docking port
availability, and reverse logistics; maintaining
a robust set of spares; and the timely delivery
of consumables. by Alan W. Johnson
Expedition 24 flight engineer
Tracy Caldwell Dyson, attired
in her extravehicular mobility
unit spacesuit in the ISS
Quest airlock, completed
three spacewalks with flight
engineer Doug Wheelock to
remove and replace an
ammonia pump module that
failed July 31.
The year also brought signicant progress
in the space tourism arena. A Virgin Galac-
tic/Scaled Composites team demonstrated a
suborbital test ight of VSS Enterprise in a bid
to achieve commercial manned suborbital
ight. Bigelow Aerospace, teamed with Or-
bitec Technologies, embarked on human rat-
ing the environmental control and life-support
system to be used on the Sundancer inatable
habitat in space, scheduled for a 2015 launch.
ISS activities included research on human
physiology and radiation protection; micro-
gravity disciplines such as materials science,
uid physics, and combustion; Earth observa-
tions; and education outreach.
Space settlement concepts and infrastruc-
ture supporting future space settlement were
featured at the AIAA Space 2010 Conference
and AIAA Aerospace Sciences Meeting as
well as at the National Space Society Interna-
tional Space Development Conference,
where the focus was on key technologies re-
quired for space colonization.
Evidence of popular acceptance of space
settlement concepts is increasing. The AIAA-
sponsored International Space Settlement De-
sign Competition involved over 1,000 high-
school students worldwide in designing large
space settlements in a solar cycler orbit cross-
ing the orbits of Earth and Mars Earth orbit, in
Mars lunar orbit, and on the surface of Mars.
The National Space Society Space Design
Contest attracted hundreds of entries, prima-
rily from individual students.
This year we have seen the U.S. space
program become a political football, with pas-
sions running high in both camps. The U.S.
has spent billions of dollars on developing a
shuttle replacement, only to see the program
fundamentally changed in midcourse. It is
time for us to realize that the space program
is no longer a discretionary one but rather a
strategic one that is multifaceted, providing a
key stimulus for technical innovation and en-
terprise, showcasing technical prowess and
leadership, and challenging the next genera-
tion to pioneer the next frontier.
The key to success in space will be a co-
herent, sustained vision, adequate funding,
and relentless effort. NASA should embark on
the Moon-rst path while keeping open the
later opportunity to visit other near-Earth bod-
ies. Moon-Base 2020 should be an engineer-
ing testbed for technologies applicable to
long-term exploration missions on Mars and
elsewhere. Without these technologies and
demonstrable milestones, long-term explo-
ration goals will remain elusive.
Spacecolonization
Expanding human presence beyond Earth is
the long-term goal of the manned spaceight
programa goal clearly recognized by the
Augustine commission, and against which
every foray into space should be measured.
Progress toward future space settlements is
measured in small ways, mostly as incremen-
tal changes in perception and in advances in
supporting technology development. This
year was full of mixed signals, with commer-
cial entities continuing to make progress to-
ward cargo/crew launch and the U.S. gov-
ernment trying to reinvent the human space
program priorities and approaches.
Russia, ESA, Japan, China, and India all
have proposed ambitious missions, including
manned missions, to the Moon and planets.
The announced nding of substantial amounts
perhaps a billion gallonsof water and other
volatiles from the Lunar Crater Observation
and Sensing Satellite (LCROSS) 2009 impact
mission has come as a stunning revelation
that warrants a second look at the Moon. The
presence of ammonia in the impact ejecta is
another key nding for facilitating future ex-
tended human presence on the lunar surface.
SpaceX and Orbital Sciences made con-
tinued progress in the development of com-
mercial launch vehicles via NASA-funded pro-
grams. Several other rms reported programs
for suborbital launches that could be leased for
research and/or promoting science, technol-
ogy, engineering, and mathematics education.
by RamRamachandran
and Anita Gale
SPACE AND MISSILES
Findings from the LCROSS
2009 impact mission reveal
the presence of large amounts
of water on the Moon.
fore the end of the year. Future payloads in-
clude the second ATV, Johannes Kepler, to
the ISS. The rst Soyuz launch from Guiana is
planned for December.
Japan has achieved a signicant rst in
space transportation with the successful re-
covery in Australia of its Hayabusa probe in
June. Launched seven years ago, Hayabusa
landed on asteroid Itokawa in November
2005. An H-II-A rocket launched Akatsuki,
the rst Japanese probe to Venus, in May; the
payload included the Ikaros satellite, equipped
with a 20-m-wide solar sail.
India launched its rst GSLV Mk2 D3 with
an indigenous cryogenic upper stage, but it
failed during its initial ascent. The Indian polar
satellite launch vehicle launched the Cartosat
2B remote sensing satellite and multiple sec-
ondary payloads. A GSLV Mk1 launch was
planned for the last quarter of 2010. The sec-
ond attempt to send a South Korean satellite
with a KSLV launcher failed in June. The ve-
hicle exploded toward the end of rst-stage
operations.
Seven Chinese Long March launches were
conducted this year, the last with Chinas sec-
ond lunar orbiter probe, Change 2. Russia is
still launching at a high rate, totaling 17 by
midyear (including ILS launches). In June, Is-
rael launched its Ofeq 9 reconnaissance satel-
lite with a Shavit rocket.
Virgin Galactics WhiteKnightTwo carrier
aircraft, with SpaceShipTwo, made its rst
long-distance captive-carry ight to the Space-
port America runway dedication in conjunc-
tion with the October ISPCS meeting in Las
Cruces, New Mexico, following a successful
rst free ight of the SpaceShipTwo vehicle.
XCOR is continuing to develop the Lynx
suborbital spaceplane that is expected to be-
gin prototype ight tests in mid-2011. Masten
Space Systems, meanwhile, is developing sub-
orbital vehicles of its own design.
Spacetransportation
While the space shuttle program is winding
down, NASA has entered a particularly criti-
cal period in its effort to reshape its human
spaceight program. All this activity is gener-
ating a lot of media attention and discussion,
as the decisions being made in Congress now
may very well affect the agency for years to
come.
STS-130 delivered the Tranquility con-
necting node and the cupola to the interna-
tional space station. The cupola is a module
with seven windows to provide a unique view
around the station. STS-131 carried a multi-
purpose logistics module with supplies and ex-
periments for use aboard the ISS. STS-132
carried the Russian mini-research module 1,
to be attached to the Zarya module. And STS-
133 delivered the express logistics carrier, a
multpurpose logistics module, and critical
spare components.
The Orion pad abort test was launched at
White Sands Missile Range, New Mexico; it
was the rst fully integrated ight test of the
launch abort system. The Orion crew explo-
ration vehicle parachute assembly system per-
formed a successful airdrop test at the Yuma
Proving Grounds. The second full-scale
demonstration test of the ve-segment solid
rocket booster was successfully conducted.
The rst SpaceX Falcon 9 launch vehicle
was successfully launched in June, marking a
key milestone for the commercial spaceight
industry. Preliminary data indicated that Fal-
con achieved all of its primary mission objec-
tives, culminating in a nearly perfect insertion
of the second stage and Dragon spacecraft
qualication unit into the targeted circular or-
bit. A second launch under the COTS pro-
gram is planned before years end.
A United Launch Alliance Delta IV deliv-
ered GOES-P for NASA and NOAA. The
weather satellite will monitor conditions
across the U.S. Another ULA Delta IV
launched the Air Forces rst Block-2F navi-
gation satellite for the GPS system. A ULA
Atlas V launched NASA's Solar Dynamics Ob-
servatory; another launched the U.S. mili-
tarys X-37B, a prototype spaceplane. A third
Atlas V launched the rst advanced extremely
high frequency satellite. One each of the Delta
II and Delta IV Heavy vehicles, two Atlas Vs,
and two Minotaur launches are also scheduled
for this year.
As of mid-2010, three Ariane 5 launches
had been conducted, with three remaining be-
by Carl Ehrlich and the
AIAASpace Transportation
Technical Committee
The WhiteKnightTwo carrier
aircraft, with SpaceShipTwo,
made its first long-distance
captive-carry flight in October.
The various elements of the partially deployed
system are still undergoing test and integration.
Midcourse defense intercepts long-range
missiles while they are ballistic, the missiles
having used up their fuel. There is ongoing re-
search on destroying missiles earlier, during
boost, just after launch during their accelera-
tion phase, while they are still burning fuel.
On February 11, the airborne laser test bed
(ALTB) destroyed two missiles during launch
within 1 hr of each other, one a liquid-fueled
rocket and one a solid-fueled rocket. The
ALTB has an oxygen-iodine laser housed in a
Boeing 747-400 freighter. On September 1,
a test was terminated as the laser beam veered
and the system software shut down the beam.
In the terminal intercept regime, where
the missile warheads are on their way down
toward the target, this year saw another suc-
cessful test of the terminal high-altitude area
defense (THAAD) missile defense system with
a successful intercept of a target missile off the
coast of Hawaii on June 28. The target rep-
resented a short-range ballistic missile. Also
for short-range missiles and artillery shells, the
Iron Dome system is under development by Is-
rael with U.S. support.
Historically, the primary defense for indi-
vidual soldiers and ground vehicles has been
inaccuracy of incoming re. Unfortunately, in
Afghanistan and Iraq, explosive devices are
being placed in close proximity to the target,
negating this historical defense. Thus, our sol-
diers and vehicles need equipment to protect
against impacts and close-range blast. After
the initial, and successful, delivery of vehicles
such as MRAP, we are now in a position to
begin devising vehicles that are designed from
the ground up with impact and blast defense
in mind. Ideas such as oating the cabs to
prevent soldiers legs from being shattered
during a blast event, and incorporating new
materials and safety systems into the vehicles,
are under development.
From the systems perspective, we need to
understand all the demands on the vehicles,
including mobility, stability, electrical power
requirements, cooling, and what information
and devices need to be accessible by the crew
since additional objects in the cab become
hazards during extreme events. When the
Weapon System Technical Committee rst
formed in 1995, its main focus was missile
defense, requiring the most complex systems
yet created. Now ground systems need in-
creased sophistication. The art of effective
weapon system design is most challengingly
expressed in these defensive systems. by James D. Walker
SPACE AND MISSILES
This year marks the 27th anniversary of Pres-
ident Reagans visionary speech on strategic
defense, where he announced that the U.S.
was capable enough that mutually assured de-
struction was no longer a morally tenable de-
fense position. He said, I've become more
and more deeply convinced that the human
spirit must be capable of rising above dealing
with other nations and human beings by
threatening their existence.
In this initial speech, Reagan recognized
that [creating a strategic defense] will take
years, probably decades of efforts on many
fronts. There will be failures and setbacks, just
as there will be successes and breakthroughs.
Defensive systems are still proving to be
the most demanding weapon systems. Missile
defense systems strike incoming warheads,
objects that are less than 1 m across, at veloc-
ities ranging from subsonic (300 m/sec) to
above 5 km/sec (over 10,000 mph).
As to complexity and difculty on the up-
per intercept velocity end, the U.S. is still test-
ing its deployed ground-based midcourse de-
fense (GBMD) segment. On January 31, the
U.S. had a test failure of the installed system:
a target missile was successfully launched from
Kwajalein, and the interceptor missile was suc-
cessfully launched from Vandenberg AFB, but
there were problems with sea-based X-band
radar and an intercept did not occur. On June
6 there was a successful launch of a ground-
based interceptor, again from Vandenberg.
Weaponsystem
effectiveness
This GBMD interceptor was
launched from Vandenberg AFB
on January 31. Missile Defense
Agency photo.
zation looking at conjunctions of satellites
owned by its participating operators, and the
expected rst launch of the USAFs space sur-
veillance satellite.
Commercial spaceight has made steady
progress this year, most notably by SpaceX
with the successful maiden ight of its Falcon
9 heavy-lift rocket on June 4 from Launch
Complex 40 at Cape Canaveral. The com-
pany achieved another major milestone on
August 12 with a
successful drop test
of its Dragon cap-
sule about 9 mi. off
the coast of Morro
Bay in California.
The test validated
its parachute de-
ployment system.
And though the ini-
tial ights will de-
scend for a touch-
down on the water,
their goal is a land
recovery. The combined Falcon 9 and Dragon
were designed not only to replace the space
shuttle as a cargo carrier but also to transport
crew to low Earth orbit. The latter is the so-
called D option of the Commercial Orbital
Transportation Services contract, which
NASA has not yet exercised.
Elsewhere in private spaceight, Virgin
Galactics VSS Enterprise made its inaugural
manned ight on March 22 in a captive
carry ight test in which the vehicle stayed at-
tached to the VMS Eve mothership. The ight
lasted 2 hr 54 min and achieved a peak alti-
tude of 45,000 ft.
Spaceoperations
andsupport
This year has been marked by a number of sig-
nicant scientic advances in the eld of space-
craft operations, including a number of aster-
oid mission successes. Deep Impacts yby of
Earth in June as part of its extended investiga-
tion activity en route to comet Hartley-2 was
followed closely by Rosettas yby of asteroid
Lutetia in July.
The most remarkable of the asteroid mis-
sions was undoubtedly the Japanese Haya-
busa mission. Japan had already enjoyed a
signicant scientic operations success in May
with the launch of its Akatsuki satellite to
Venus. But Hayabusa became the rst mission
to take a sample from the surface of an aster-
oid (Itokawa) and return it to Earth.
The missions success was all the more re-
markable considering the issues the opera-
tions team had to overcome. The spacecrafts
rover, Minerva, could not be dispatched and
Hayabusa itself, which was not intended to
land on the asteroid, landed for 30 minutes.
The particle collection mechanism failed, but
asteroid dust was collected as a result of the
landing. A failure in one of the engines re-
sulted in a loss of communications with the
spacecraft for seven weeks, and JAXA needed
a further 16 months to regain control. Finally
the craft had to use ion thrusters to return to
Earth after the chemical thruster failure.
Space debris and situational awareness re-
mained very active topics. The widely publi-
cized control communications failure of the
Galaxy 15 satellite while maintaining trans-
ponder broadcasting in April, resulted in sig-
nicant interference to neighboring spacecraft
as it drifted uncontrolled in front of active geo-
stationary orbital slots over the subsequent
months. This not only caused signicant dis-
ruption to the geostationary communications
sector, but highlighted a less cited but equally
important domain of spacecraft control failure
mitigation and end-of-life strategies, com-
pared to past years dramatic debris events.
End-of-life passivation guidelines highlight
the need for disabling intentional transmitters,
and although Galaxy 15 was not being placed
into an end-of-life conguration, it demon-
strated very clearly the need for such guide-
lines during both these and mission contin-
gency activities.
Progress in space situational awareness in-
cluded the rst operations of the Space Data
Center, set up in 2009 as a nonprot organi-
by Franz Newland
and J. Paul Douglas
The Dragon drop test validated
the parachute deployment system.
JAXAs Hayabusa overcame
a series of problems before
successfully returning its
probe to Earth.
Spaceoperations
andsupport
mittee meeting at the end of the year to dis-
cuss an amendment to the D7566 fuel speci-
cation. If the vote on the amendment is fav-
orable, it should lead to the approved use of
biofuels in commercial aircraft.
The FAA, through its CLEEN (Continuous
Lower Energy, Emissions, and Noise) pro-
gram, is seeking to develop and demonstrate
technologies and alternative fuels to meet
multiple environmental and energy goals.
These include reducing fuel burn by 33%, ni-
trogen oxide emissions by 60%, and cumula-
tive aircraft noise levels by 32 dB. In June the
program announced $125 million in contracts
to companies including Boeing, Honeywell,
GE Aviation, Pratt & Whitney, and Rolls-
Royce North America.
NASA hosted a Green Aviation Summit in
September to discuss the challenges, opportu-
nities, and progress associated with its Envi-
ronmentally Responsible Aviation effort. The
event was attended by government, industry,
and academia, and highlighted the diverse
spectrum of NASA programs aimed at miti-
gating aviations impact on the environment.
GE Aviation completed low-speed acoustic
testing of its generation-one open rotor blades.
The subscale blades were tested at NASA
Glenn in the 9x15-ft low-speed wind tunnel.
The company expects the nal conguration
to enable a double-digit reduction in fuel burn.
Pratt & Whitney continued development of its
geared turbofan, which also promises double-
digit improvements in fuel burn. Rolls-Royce
made progress this year in its Environmentally
Friendly Engine program, which will validate
technologies aimed at reducing noise, fuel
burn, and emissions. These technologies will
undergo testing in a full engine demonstrator.
The newly formed ARPA-E (Advanced Re-
search Projects Agency-Energy) has had a
busy year. In March it awarded $106 million in
contracts focusing on biofuels, more efcient
and cost-effective batteries, and clean coal
technology. July brought $92 million in addi-
tional funding for 43 potentially transforma-
tional energy projects. These contracts center
on infrastructure factors such as grid scale en-
ergy storage, building efciency, and power
electronics. Later, a September announce-
ment awarded $9.6 million to six projects
aimed at increasing building energy efciency,
reducing solar energy costs, and improving
power density.
Finally, AIAA formed a Green Engineer-
ing Program Committee this year, further re-
ecting the growing importance of these pro-
grams to the aerospace industry.
Greenengineering
Green aviation, alternative fuels, sustainabil-
ity, and energy topics moved to the forefront
this year in the aerospace industry.
In one of many key milestones for bio-
fuels, a military helicopter was own for the
rst time using a 50/50 blend of biofuel and
traditional jet fuel. The ight of a Boeing
Apache, piloted by the Royal Netherlands Air
Force, lasted 20 min.
The Navy reached a signicant landmark
in April with the rst ight of a naval ghter
fueled by a biofuel blend. The Boeing F/A-18
Green Hornet, powered by GE F414 engines,
ew for 45 min and performed as expected.
Preceding this test were hundreds of hours of
component and ground testing.
The Air Force posted key achievements as
well, completing altitude tests of an F110 en-
gine using a 50/50 biofuel mix at Arnold En-
gineering Development Center. The rst ight
of an A-10 Thunderbolt II using a camelina-
derived biofuel blend took place in March.
CAAFI (Commercial Aviation Alternative
Fuels Initiative) is researching the use of alter-
native fuels as a means of improving energy
security and environmental sustainability. It is
sponsored by the FAA, the Airports Council
International-North America, the Aerospace
Industries Association, and the Air Transport
Association of America. The coalition also in-
cludes members from airlines, airframers, en-
gine manufacturers, and energy producers. In
January, CAAFI received the Joseph S. Mur-
phy Industry Service Award, which recognized
the partnerships considerable achievements
in advancing alternative fuels.
ASTM International will hold a critical com- by Jason Slagle
PROGRAM COMMITTEES
Dr. Bilal Bomani
inspects
Salicornia as a
potential
biofuel for
next-generation
aviation fuels in
the Green Lab at
NASA Glenn in
Cleveland, Ohio.
areasphysical sciences, biology, medicine,
psychology, Earth observation, preparation
for human exploration, and technology dem-
onstration. Use of the stations U.S. National
Laboratory also promotes the commercializa-
tion of space. This year the National Institutes
of Health (NIH) awarded three grants to use
the ISS National Laboratory facilities for con-
ducting research in the areas of bone, immu-
nity, and disease. The grants, which total over
$1.3 million, enable a partnership that takes
advantage of the unique microgravity environ-
ment aboard the ISS. This environment allows
exploration of fundamental questions about
important health issues here on Earth while
also advancing NASAs exploration goals.
As ISS research has progressed, the ISS
partners have been working together to track
the objectives, accomplishments, and applica-
tions of the new knowledge gained. To date,
there have been 59 countries represented by
research and educational activities on the ISS.
From 1998 through March of this year, the
ISS partner agencies have conducted a total
of 552 experiments in the following disci-
plines: physical and material sciences, biology
and biotechnology, human research, Earth
and space science, technology development,
commercial development, and educational ac-
tivities. As the era of utilization begins, these
numbers are expected to grow.
Spacestations
The ISS is an international collaborative space
venture that includes partnerships between
NASA, the Canadian Space Agency, ESA,
Roscosmos (the Russian space agency), and
the Japanese Aerospace Exploration Agency.
For more than 15 years this partnership
has weathered economic, technical, and polit-
ical challenges, having completed one of the
most ambitious engineering projects ever
conceived. However, the challenge of success-
fully utilizing the platform remains. Facilities
commissioned in 2009 and 2010 include
physical sciences hardware for combustion,
materials science, and uid physics research,
as well as additional multipurpose and sup-
porting infrastructure.
Discoverys STS-131
mission added the
WORF (window obser-
vational research facil-
ity), which will enable
full scientic use of the
optical quality window
in the Destiny labora-
tory; the third and nal
MELFI (-80 laboratory
freezer), an ESA-built,
NASA-operated freezer
for science sample stor-
age; EXPRESS (expe-
dite the processing of
experiments to space
station) Rack 7, a multi-
purpose payload rack
system that supports
experiments in any dis-
cipline by providing
structural interfaces,
power, data, cooling and
water; and the MARES (muscle atrophy re-
search and exercise system), which will im-
prove understanding of microgravitys effects
on the human muscular system.
Even during the assembly phase, work
done on the ISS demonstrated the potential
benets of space-based R&D. These include
the advancement of scientic knowledge
based on experiments conducted in space, de-
velopment and testing of new technologies,
and derivation of Earth applications from new
understanding.
The ISS, with its human-tended capabili-
ties and congurability for experiments, pro-
vides a unique platform that supports interna-
tional research spanning a broad array of
by Tara Ruttley, Jacob
Cohen, Julie Robinson,
Bev Girten, the AIAA
Space Station Program
Committee, and the AIAA
Microgravity and Space
Processes Technical
Committee
ISS partner agency percentage
of experiments conducted to
date by discipline.
stability is inhibited by uncertainties intro-
duced via the stochastic objective function.
The detailed results were presented at the
Space 2010 conference.
A second example of the use of a value-
driven/centric design approach is DECODE
(decision environment for complex designs), a
three-year research program at the University
of Southampton funded by the U.K.s Engi-
neering and Physical Sciences Research
Council. The primary aim of DECODE, now
in its second year, is to provide a consistent,
rigorous method for the activities associated
with the design of complex systems. The goal
is to complete three full design cycles on a rel-
atively complex but accessible design, and to
develop the necessary associated tools. The
platform chosen for demonstrating the DE-
CODE concept is a small man-portable UAS
(unmanned air system). The two DECODE
teams have already produced a round of
UASs that are currently undergoing testing.
The National Science Foundation commis-
sioned a series of two one- to three-day work-
shops on the future of systems engineering
and the viability of using value-models as an
alternative to the current requirements ow-
down process. The rst of these workshops
was held February 22-24 in Washington,
D.C., with a follow-up workshop on Septem-
ber 12 in Ft. Worth, Texas. The Value-Driven
Design Institute organized both events. The
outcome of the rst is now publicly available
at the Institutes Web site, where the second
workshops results will also be published at a
later date. These workshops focused on the
future of systems engineering, specically the
area of complex systems design. They were
part of a larger series of workshops commis-
sioned by Christina Bloebaum, program direc-
tor for engineering design and innovation at
the NSF, focusing on several aspects of engi-
neering design and optimization.
There are also some nascent efforts where
activity has been accelerating, and these por-
tend well for the future. The rst of these is
the establishment of a joint academic and in-
dustry network in Europe that focuses on edu-
cation and research into value-driven/centric
design methods. The second effort follows de-
velopments in a planned DARPA program
called Advanced Make. Both efforts appear
likely to produce some interesting results.
Overall, value-driven design made signicant
advances this year, and the future holds even
more promise.
For more information on the NSF work-
shops see: http://vddi.org/vddi-home.htm.
Value-drivendesign
High points this year in the eld of value-
driven/centric design include a DARPA-
funded research program, a series of National
Science Foundation workshops on the future
of systems engineering, a U.K. research task,
and the development of an active network of
experts in this eld from academia and indus-
try in Europe.
The DARPA research effort is the frac-
tionated spacecraft program, or system F6.
Late last year, after downselecting from four
prime contractors at the end of the design
phase, DARPA funded Orbital Sciences to
perform the detailed design on the spacecraft
concept. As part of this program, academics
at MIT performed an in-depth analysis of pub-
licly available fractionated satellite value-cen-
tric design tools from Phase 1 of the DARPA
system F6 program. The rst task, a compar-
ative benchmarking study of these four tools,
involved modeling several use cases to deter-
mine differences in inputs, analysis methods,
and outputs. The results found the tools to be
substantially diverse in modeling architectures
and value interpretation.
The second task applied optimization
methods to the Phase 1 PIVOT tool, created
by Orbital Sciences to maximize satellite sys-
tem value. The results showed that solution
by the AIAA Value-Driven
DesignProgramCommittee
PROGRAM COMMITTEES
The DECODE UAS is currently undergoing testing.
ATK test red a ve-segment solid rocket mo-
tor for Ares I to demonstrate operation at cold
temperatures. A ground test article of the
Orion capsule was fabricated and tested at
proof pressure. The Constellation program
also completed its preliminary design review.
Plans to develop commercial rockets for
launching crew and cargo into LEO were
given a boost by the successful launch of the
Space-X Falcon 9 vehicle on June 4. NASA
awarded contracts to begin development of
concepts and technologies for commercial
crew launch.
In September, the Lunar Reconnaissance
Orbiter (LRO) completed its one-year mission
to map the Moon and identify potential land-
ing sites and resources for future human mis-
sions. LROs seven instruments have returned
over 100 terabytes of data. The orbiters ma-
jor accomplishments include nding the cold-
est spot in the solar system in shadowed
craters at the lunar poles, mapping the distri-
bution of hydrogen, acquiring high-resolution
images of the Apollo landing sites, and pro-
ducing a global topographic map with its laser
altimeter. The mission will be extended for
two more years for lunar science studies.
Two crewed rovers, a large payload trans-
port rover, and a habitat unit were tested in
the Arizona desert to simulate operational
scenarios for planetary surface exploration.
Robonaut 2 was launched to ISS in November
to assist the crew in performing tasks.
The year closes with Congress having
passed the NASA Authorization Act of 2010,
which directs NASA to begin a new heavy-lift
launch vehicle program and continue the de-
velopment of a crew exploration vehicle in
2011.
Spaceexploration
Human spaceight activities moved in a new
direction in 2010, a year marked by both con-
tinued progress in exploration systems and
uncertainty about the future.
The 2009 Review of U.S. Human Space
Flight Plans Committee, which was commis-
sioned by President Barack Obama, deter-
mined that the Constellation program could
not be executed within the available budget
and recommended that NASA pursue a ex-
ible path strategy for human exploration.
Under this new strategy, human missions
would be sent to progressively more distant
destinations, such as Lagrange points, near
Earth asteroids, and the moons of Mars, be-
fore attempting to land on either the Moon or
Mars. By rst demonstrating the critical capa-
bilities needed for deep space missions, and
by deferring the development of landing and
surface systems, costs can be spread out in
time to t within the available budget.
In February, the presidents FY11 budget
request for NASA incorporated many of the
recommendations of this committee in plans
for several new technology programs. These
programs would seek to demonstrate key ca-
pabilities for human deep space exploration
and would place a new emphasis on develop-
ing commercial rockets to transport crews into
orbit after the space shuttle is retired. The new
technology programs would develop liquid-
fueled rocket engines for heavy-lift launchers.
They would also demonstrate automated ren-
dezvous and docking, cryogenic propellant
storage and transfer, a solar electric transfer
vehicle, and habitation systems in spaceight
experiments. Plans also include a series of ro-
botic precursor missions to scout potential des-
tinations for future human activity.
On April 15 the president set a new goal
for NASA: sending a human mission to a
near-Earth asteroid by 2025. The primary ob-
jectives for an asteroid mission would be to
test technologies and operational concepts for
deep space missions, return samples to in-
crease our understanding of the solar systems
formation and evolution, and determine if as-
teroids can be deected to prevent them from
colliding with Earth.
Meanwhile, the Constellation program
continued to make progress despite its uncer-
tain future. On May 6 the rst integrated test
of the launch abort system for the Orion crew
exploration vehicle was successfully conducted
at White Sands Missile Range. On August 31
by Chris Moore
and Surendra Sharma
The Pad Abort 1 test of the Orion
launch abort system took place
successfully at White Sands
Missile Range.
long-duration, reusable vehicles with au-
tonomous entry into Earths atmosphere and
landing capabilities, and to conduct some ex-
periments. Its mission time will depend on the
progress of the experiments.
Under Italys PRORA-USV program, the
Italian Aerospace Research Center success-
fully completed the second mission of the
dropped transonic ight test to acquire data
on transonic and low supersonic ight. A
stratospheric balloon took Polluce (Pollux) up
to a drop altitude of 24 km. After it was
dropped, it achieved a maximum falling speed
of Mach 1.24. The vehicle executed auton-
omous control laws, performing a series of
extremely complex maneuvers. A COTS
parachute was used at around Mach 0.14 for
water landing.
Hypersonic technologies
andaerospaceplane
In various activities this year, critical test data
were collected to verify performance and to
determine lessons learned.
A Falcon HTV-2 ight test resulted in a
crash nearly 9 min into a 30-min ight over a
distance of 5,700 km. A DARPA review
board is analyzing the data gathered to deter-
mine the cause.
After the HyFly missile with its solid rocket
booster was released from an F-15E, its
booster engine did not ignite. On detecting
low internal battery voltage, the onboard soft-
ware aborted motor ignition. This was the
third failure to demonstrate transonic combus-
tion technology.
On Flight 1, the HIFiRE program con-
ducted two experiments, mostly successfully.
The vehicle design consisted of a cone/cylin-
der/are conguration. A ballistic trajectory
was own to enable varying Reynolds num-
bers to be achieved at near-constant Mach
number. Data were collected to study bound-
ary-layer transition and shock/boundary-layer
interaction.
DLR completed integration of the faceted
tip of the experimental sharp-edged space-
craft SHEFEX II. Nine different thermal pro-
tection systems, mostly based on ceramic ma-
trix composites, were integrated. SHEFEX II
has about 160 gauges for measuring pressure,
temperature, and heat ux. Canards are used
to control the attitude of the vehicle.
JAXA has completed ground ring tests of
a hypersonic precooled turbojet engine to de-
velop a turbine-based combined-cycle engine.
Conducting the tests with both horizontal and
vertical attitude enabled the evaluation of the
effect of gravity force in a free-fall ight ex-
periment. The starting characteristics of the
air intake were obtained in a supersonic en-
gine test facility.
MBDA and Onera are to receive a con-
tract from the French administration covering
the remaining parts of their ight testing pro-
gram, LEA. The upgrade of the Onera S4Ma
wind tunnel is in progress and will provide a
large-scale Mach-6 free-jet test capability.
Tests involving fuel-cooled composite struc-
ture were conducted in the new MBDA test
facility, Methyle.
The objectives of the rst orbital ight of
the X-37B craft, launched aboard an Atlas V
on April 22, are to verify its on-orbit perform-
ance, to validate the technologies required for by Unmeel Mehta
PROGRAM COMMITTEES
First flight of X-51A
Around 1980, the ramjet-powered Advanced
Strategic Air-Launched Missile was tested. On
Flight 1, after it was launched at Mach 2.54 and
accelerated to Mach 4.1, the fuel control stuck
wide open, further accelerating the missile to
Mach 5.6-6.0. During Flight 7, ASALM cruised at
Mach 4.0 for 290 sec. In 2004, the scramjet-pow-
ered X-43A flew at Mach 9.68 for 11 sec. On May
26 of this year, the X-51A vehicle achieved around
Mach 4.9, and the dual-mode scramjet (DMSJ)
engine (per the X-51A programs characteriza-
tion) operated for 143 sec, exhibiting transonic
combustion.
This flight of the X-51A was very significant,
achieving nearly all test objectives. The fuel-
cooled DMSJ engine started on ethylene at Mach
4.7 and successfully transitioned to JP-7 seconds
later. The vehicle accelerated at 0.15 g. After the
first 25 sec of engine-on flight, it suffered an
anomaly. It decelerated to 0.0 g, and during the
latter part of deceleration it experienced a pro-
nounced bank angle along with a slight side slip.
There was an inlet unstart, followed by engine
recovery. At 160 sec into the flight, the X-51A
briefly returned to nominal operation, accelerat-
ing at 0.15 g. Again, it began to decelerate.
Telemetry was lost and the flight was terminated.
The X-51A flew and the thermally balanced
engine performed as expected before the anom-
aly. Measured drag, thrust, angle of attack, and
tail deflection angles were extremely close to
predictions. The objectives of reaching Mach 5.9
and of operating the engine for 240 sec were
not achieved. A fix to the vehicle would be made
to achieve these objectives on the next flight.
To fully exploit airbreathing hypersonic flight,
engines are needed to cover Mach ranges 0-6, 3-
8, 6-12, and finally 0-12. The first flight of X-51A
was another major milestone toward that goal.
Pollux is the first unmanned
space vehicle with a slender
configuration to be tested in
flight at low speeds.
sultant improvement in surveillance coverage
in the Gulf of Mexico facilitated the heavy air
activity that followed this years massive oil
spill in the region.
Also in connection with ADS-B, in May
the FAA published new rules mandating air-
space and avionics performance requirements
effective after January 1, 2020, giving aircraft
owners approximately 10 years to equip for
operations within the designated (busiest) air-
space. The avionics perform a function gen-
erally known as ADS-B Out, which trans-
mits precise location and other information
about a plane to ground stations and other
ADS-B-equipped aircraft. The new rule has
added signicance because it signals the
FAAs resolve to make sure that operators up-
date their aircraft systems (namely avionics) so
that NextGen benets can be fully exploited.
Interest in unmanned air systems (UAS)
for commercial use has intensied, putting
pressure on ANSPs to establish operating
procedures that would allow these aircraft
greater access to domestic airspace. An indi-
cation of this interest is the rapidly growing
number of special authorizations the FAA has
issued allowing public entities such as law en-
forcement to use dened airspace. In addition,
the FAA has now asked the private nonprot
corporation RTCA to work with the industry
to develop UAS standards centering on issues
of command and control and sense and
avoid so that UAS can safely operate among
piloted aircraft without undue restrictions. Un-
fortunately, the current target date for com-
pletion of this work is not unil 2015.
Aerospacetraffic
management
Air carriers were experiencing better nancial
returns, based on an upturn in passenger
bookings and the results of down gauging,
in which airlines use smaller aircraft to achieve
better load factors. Meanwhile, the eruption
of a volcano in Iceland in March caused sig-
nicant disruptions to air travel across the
North Atlantic and in Western Europe for
about a month. Concerns that the ash plume
would damage engines caused closures of
large portions of the airspace, leading airlines
to cancel many ights.
The event brought home to travelers, ship-
pers, aircraft operators, and air navigation
service providers (ANSPs) the profound inu-
ence that environmental factors such as se-
vere weather can have on air operations. It
also engendered a lively and continuing de-
bate over the scientic basis for concerns
about abrasion in aircraft engines exposed to
volcanic ash, and the actions that should be
taken to safeguard life and property.
Aviation safety remains at an exceptionally
high level, but those few accidents that do
happen focus attention on areas where im-
provement is still needed. The Polish air force
Tu-154 crash that occurred in April near the
city of Smolensk, Russia, killed all 96 people
on board. This was a high-prole event be-
cause the victims included the Polish president,
along with a large delegation of high-level of-
cials going to a memorial service.
While the cause of the crash is still under
investigation, it is clear that the pilot was at-
tempting to land under low-visibility condi-
tions without benet of an instrument landing
system (ILS) to provide lateral and, most im-
portant, vertical guidance. In an environment
where GPS signals are pervasive and the cost
of receivers is low, aircraft landing guidance
(vertical and lateral) is easily accommodated
by the addition of inexpensive ground installa-
tions. Around the world, airports without ILS
have recognized this and are acting to imple-
ment the needed systems.
The U.S. NextGen program is deploying
ADSB (Automatic Dependent Surveillance
Broadcast) at an accelerated pace. This is one
of the enabling technologies that, in combina-
tion with other NextGen developments, will
allow the National Airspace System to accom-
modate trafc growth safely through 2025.
The deployment, still far from nationwide, has
had unforeseen benetsfor example, the re-
by the AIAA Aerospace
Traffic Management
ProgramCommittee
The ash plume from the eruption
of a volcano in Iceland caused
widespread disruptions in air
travel.
shifted to electrically driven lasers to over-
come the issues of chemical reactant storage,
transportation, and efuent. The rst genera-
tion of 100-kW-class solid-state weapons is
moving out of the laboratory and into eld
testing. But proponents of even more ad-
vanced technologies continue to develop
more advanced, more efcient concepts that
offer promise when budget pressures take
precedence over operational needs.
The head of the MDA announced that
solid-state lasers would not achieve the mega-
watt-class power levels needed to shoot down
ballistic missiles, and that the next generation
of hybrid electric/gas lasers (diode-pumped
heavy metal vapor such as alkali) might be the
desired option. The power levels of these
lasers, rst demonstrated in July, are orders of
magnitude below the megawatt class needed
and many years away from weapons-class use.
The ONR/NorthropGrumman Maritime
Laser Demonstration program continued to
make progress on integrating a 100-kW-class
solid-state laser on a seaborne platform for
testing against tactical targets. Advanced ber
lasers are also being incorporated into close-
range, tactical naval laser weapon systems.
After tests against mortar rounds in ight in
2009, the Navy/Raytheon LaWS program
successfully engaged and shot down UAVs in
maritime environment tests in
May at San Nicolas Island.
Nonweapons aspects of di-
rected energy systems involve
beamed energy propulsion
(BEP), a revolutionary technol-
ogy for future space transporta-
tion. BEP vehicles would be
driven by power beamed from
remote, reusable, long-range
sources. Although most BEP
techniques are based on lasers,
the scope of this technology
also covers other forms of di-
rected energy, such as mi-
crowave and X-ray radiation
and particle beams. BEP sys-
tems could provide unique
propulsive characteristics im-
possible to achieve with traditional, combus-
tion-based engines. Vehicles driven by BEP
will be smaller, lighter, faster, and more ef-
cient than any currently existing means of
space transportation. Work by the Advanced
Propulsion Technology Group, JPL, and
NASA continues to advance BEP technology,
as reported in the proceedings of the Ameri-
can Institute of Beamed Energy Propulsion.
Directedenergysystems
Progress toward development of directed en-
ergy weapon systems continued in several
major DOD programs, the Airborne Laser
(ABL), the Ofce of Naval Research Maritime
Laser Demonstrator, the Navy LaWS (Laser
Weapon System), and the Army High Energy
Laser Tactical Demonstrator programs. Boe-
ing was selected by the Ofce of Naval Re-
search (ONR) to develop the design and inte-
gration of a 100-kW FEL demonstrator. The
Air Force announced initiation of ELLA (Elec-
tric Laser on a Large Aircraft), a new program
for aircraft integration of a 100-kW-class
solid-state laser.
A Missile Defense Agency (MDA) modi-
ed Boeing 747 ABL boost-phase missile de-
fense prototype aircraft successfully accom-
plished kill sequences against instrumented
boosting missile targets early this year. ABLs
megawatt-class chemical oxygen iodine laser
was then tested twice unsuccessfully later in
the year against a simulated ballistic missile at
a range of over 100 mi. Citing technical and
operational issues, Defense Secretary Robert
Gates opted to continue using that single plat-
form as a testbed rather than to proceed with
acquiring additional platforms.
This decision highlights the problem faced
not only by directed energy weapons but also
by many other innovative emerging technolo-
gies: After successful near-prototype demon-
strations, acquisition and elding are deferred
because a better technology is always just
around the corner.
Despite decades of successful high-power
chemical laser demonstrations, attention has by James A. Horkovich
PROGRAM COMMITTEES
The MDAs modified Boeing 747
ABL boost-phase missile defense
prototype aircraft successfully
accomplished kill sequences
against instrumented boosting
missile targets early this year.
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for the next 10 years under a special agreement. The
Aeroplane, Dec. 30, 1960, p. 850.
Dec. 10 The Discoverer 18 reconnaissance satellite is
successfully air-snatched by a C-119 aircraft over the
Pacific Ocean near Hawaii. It is the third successful midair
catch and also features the first successful use of the
KH-2 Itek camera system aboard a satellite. On Dec. 20,
Discoverer 19 is launched. The Aeroplane, Dec. 16, 1960, p. 812, and Dec. 30,
1960, p. 848; D. Baker, Spaceflight and Rocketry, p. 111.
Dec. 15 The three-stage British Jaguar solid-fuel sounding rocket succeeds in
the first of a series of hypersonic flights launched to gather basic information on
aerodynamic phenomena at hypersonic speeds up to 7,000 mph. The first stage
is a Skylark; the second and third stages are newly developed Gosling and Lobster
rockets. The Aeroplane, Dec. 23, 1960, p. 821.
Dec. 19 Martin, the company established by Glenn L. Martin in 1912, delivers
its last airplane, a Marlin Patrol Boat, to the Navy. But the Baltimore-based firm
remains active in the missile and space fields, building products such as the Titan
ICBM and the Mace, Bullpup, Lacrosse, Matador, and Pershing missiles. E. Preston,
ed., FAA Historical Chronology, p. 69; Flight, Jan. 6, 1961, p. 3.
Dec. 20 The first Douglas DC-8 Series 50
aircraft, featuring four 17,000-lb thrust Pratt
& Whitney JT3D turbofan engines, makes
its first powered flight. D. Baker, Flight and
Flying, p. 373; Flight, Jan. 27, 1961, p. 129.
75 Years Ago, December 1935
Dec. 3 William Durand is awarded the John Fritz Medal for his distinguished
work in engineering and aeronautics. Aircraft Year Book, 1936, p. 441.
Dec. 5 Explorer Lincoln Ellsworth and pilot Herbert Hollick-Kenyon, who took off
Nov. 23 in a Northrop Gamma Polar Star from Dundee Island in the Weddell Sea
headed across Antarctica for Little America, are forced to land 25 mi. short of
their goal. This is the first transcontinental flight across the South Pole and is
flown largely over unexplored territory later named Ellsworth Land. After the
landing, the two walk for six days to a camp abandoned by Richard E. Byrd
years earlier. The British Research
Society ship Discovery II sights
them on January 15, 1936, near
the Bay of Whales. Hollick-Kenyon
later returns to recover the aircraft,
and Ellsworth donates it to the
National Air and Space Museum.
The total distance flown by on the
mission is about 2,400 mi. NASM
Aircraft Reference File, Northrop Gamma
Polar Star.
Dec. 7 The China Clipper, a Pan
American Boeing 747, arrives in
Beijing after departing New York and
making a stop in Tokyo. It is the first
commercial flight between the U.S.
and mainland China since 1949.
Chronicle of Aviation History, 1980-89.
Dec. 1
William
Allen,
president of Boeing, authorizes
development of the three-jet-engine
Boeing 727 airliner after studying the
concept for four years. On December 6
he signs contracts with two airlines,
United and Eastern, to build 40 each.
The 727 proves highly successful and
is produced in greater numbers than
any other commercial jet airliner in
the world in its time, with 1,832
manufactured. D. Baker, Flight and
Flying, p. 373; The 1961 Aerospace
Year Book, p. 445.
Dec. 1-2 The Soviet Sputnik VI is
launched with two dogs, Pchelka
(Little Bee) and Mushka (Little Fly)
on board, as well as other animals,
insects, and plant life. However,
following a 24-hr orbit of Earth, it
descends along an incorrect trajectory,
has to be destroyed by a command
signal from Earth, and burns up in the
atmosphere. The Aeroplane, Dec. 9,
1960, pp. 753, 761.
Dec. 5 The Polaris A-2
travels 1,600 mi. in a
successful test flight. Its
design range is 1,725
mi., compared to 1,380
for the A-1 model. The
Aeroplane, Dec. 16, 1960, p. 793.
Dec. 8 Howard Hughes transfers
control of TWA (Trans World Airways)
(purchased from the Wrights in 1909), and he accompanied Orville Wright on the
Army acceptance flight from Ft. Myer to Alexandria, Va. Foulois was the only pilot,
navigator, observer, and commander in the Armys heavier-than-air division from
1909-1911, and was commander of the First Aero Squadron, which in 1916 was
sent on the Mexican Punitive Expedition. He was later chief of the Air Corps.
Aero Digest, October 1935.
Dec. 18-21 French pilots Gaston Genin and Andre Robert fly their Caudron-Simoun
aircraft between Paris and Madagascar in a record time of two days 9 hr 32 min.
Aircraft Year Book, 1936, p. 442.
Dec. 8 Georges Legagneux of France sets an
altitude record of 1,693 ft in a Bleriot monoplane.
A. van Hoorebeeck, La Conquete de LAir, p. 878.
Dec. 10 Romanian aviation engineer Henri
Coanda allegedly flies his Turbo-Propulseur
airplane accidentally, during taxiing tests at
Issy-les-Moulineaux, thus achieving the worlds
first flight of a jet plane. According to his account
given in 1956, he was concentrating on regulating
the flow of gasoline in the engine when he saw
that he was headed toward army fortifications. To
avoid them, he lifted the machine off the ground but then lost control. Injecting
more fuel caused the plane to catch fire. Coanda says he cut off the fuel but the
aircraft stalled. He was thrown clear as the plane crashed. However, on close
examination of his varying accounts, and especially his patent on the Propulseur
and descriptions from that time,
there is much doubt that the
aircraft was a true jet and
capable of flight. The plane
appears to have had a ducted
fan design in which air was
sucked into the front by curved
blades set in a large nose housing with the smaller end facing forward. The blades
were driven by an internally mounted turbine screw driven by a four-cylinder 50-hp
Clerget engine. But the patents and contemporary
descriptions do not mention fuel injection at all as in a true
jet, and there is no record of the alleged flight in aviation
journals, or in Le Figaro. Although the Hiller Flying Platform
did use ducted fans in the 1950s, it barely lifted with two
or three 44-hp piston engines, and the Coanda Turbo
Propulseur was definitely underpowered. F. Winter, The
Aeronautical Journal of the Royal Society, Dec. 1980, pp.
408-416.
Dec. 20 J. Tijck of Belgium makes the first aircraft flight
in India while travelling in Calcutta. A. van Hoorebeeck,
La Conquete de LAir, p. 88.
An Aerospace Chronology
by Frank H. Winter, Ret.
and Robert van der Linden
Dec. 11 Flying
an Aeronca
C-3,
Benjamin
King sets a
100-km speed
record for seaplanes of 80.931 mph
and a 500-km speed record of 70.499
mph for the same category while
competing in the Eighth Annual
All-American Air Maneuvers in Miami,
Fla. Aircraft Year Book, 1936, p. 441.
Dec. 12 Flying a Douglas OA-5
amphibian airplane powered by two
Wright Cyclone engines, Army Lt.
Hugh F. McCaffery and his five-man
crew set a distance record of 1,033 mi.
for this aircraft class, flying from San
Juan, Puerto Rico, to Chapman Field
in Miami. Aircraft Year Book, 1936,
p. 442.
Dec. 17 The Douglas DST, designed
by Arthur Raymond on behalf of
American Airlines, flies for the first
time. The DST is a larger sleeper
version of the successful 14-passenger
Douglas DC-2. The 21-passenger day
version of this new aircraft will
become the immortal DC-3. Aircraft
Year Book, 1936, p. 441.
Dec. 17 Maj.
Gen. Benjamin
D. Foulois retires.
In 1908, Foulois
was the first to
fly a U.S.
government
dirigible balloon.
He was also one
of the first pilots
of an Army
airplane
Georges Legagneux
2010 INDEX
Futuristic aircraft: Old-fashioned look is only skin
deep, Nov., p. 14.
Aerospace 2010: Aerospace traffic management,
Dec., p. 73.
Aerospace 2010: Digital avionics, Dec., p. 44.
Aerospace 2010: Guidance, navigation and control,
Dec., p. 18.
COMMUNICATIONS
Future tactical communications: Getting the JTRS,
Jan., p. 24.
New capabilities for GPS II/III, Feb., p. 32.
Forecasting turbulence over the seas, Feb., p. 38.
ISR in todays war: A closer look, March, p. 30.
Euro Hawk sparks UAS integration plans, May, p. 4.
Measuring change in Earths wobble, May, p. 26.
NextGen: A slow transformation, May, p.31.
SESAR faces nontechnical hurdles, May, p. 38.
Critical times for Indias space program, Oct., p. 34.
Air Force technology: Change on the horizon, Nov.,
p. 28.
Aerospace 2010: Communications, Dec., p. 43.
COMPUTERS AND SOFTWARE
Jan., p. 24.
Homeland security goes transatlantic, Feb., p. 18.
p. 28.
Aerospace 2010: Computer-aided enterprise
solutions, Dec., p. 35.
Aerospace 2010: Computer systems, Dec., p. 42.
Aerospace 2010: Intelligent systems, Dec., p. 41.
Aerospace 2010: Meshing, visualization and
computational environments, Dec., p. 6.
Aerospace 2010: Modeling and simulation, Dec., p. 24.
Aerospace 2010: Multidisciplinary design
optimization, Dec., p. 12.
Aerospace 2010: Software systems, Dec., p. 40.
ECONOMICS
Aircraft industry rides out the recessionso far, Jan.
p. 20.
Europe looks to outsourcing, Jan., p. 4.
Changing aerospace cluster dynamics, Feb., p. 4.
Chinas short march to aerospace autonomy, Feb.,
p. 24.
World tanker market: More than just KC-X, March,
p. 16.
Unmanned and airborne: A new plan, March, p. 24.
Trainer aircraft: Long-term hopes for growth, May,
p. 20.
Israeli UAVs find a competitive edge, May, p. 22.
U.S. space launch: Growth and stagnation, June, p.
16. Flying gets personal in Europe, July-Aug., p. 4.
Emerging regionals crowd a flat market, July-Aug.,
p. 16.
Defense electronics: The spigot is not closing,
July-Aug., p. 20.
Taxes and trains threaten aircraft market, Sept., p. 4.
Defense companies brace for changes, Sept., p. 16.
Jetliners: Bright spot in the world economy, Oct.,
p. 14.
Space launches spike upward, Oct., p. 22.
Controlling launch vehicle life-cycle costs, Oct.,
p. 40.
The greening of aviation: Another context, Nov., p. 3.
Aerospace 2010: Economics, Dec., p. 37.
Aerospace 2010: General aviation, Dec., p. 29.
ENVIRONMENT
Small Explorers with big benefits, Jan., p. 32.
Keplers search for Earth-like planets, Jan., p. 36.
Environmental regulations fly high and wide, March,
p. 4.
Why asteroids beckon: NASA and near-Earth objects,
March, p. 12.
Open rotor research revs up, March, p. 38.
Making the most of GOCE, June, p. 30.
Flying gets personal in Europe, July-Aug., p. 4.
New batteries, fuel cells energize aviation, Nov., p. 4.
deep, Nov., p. 14.
Aerospace 2010: Atmospheric and space
environments, Dec., p. 25.
Aerospace 2010: Green energy systems, Dec., p. 70.
Aerospace 2010: Space stations, Dec., p. 69.
INSTRUMENTATION AND TECHNOLOGY
Jan., p. 24.
Seeking other Earths, Jan., p. 28.
Geography drives ISR technology, April, p. 22.
SOFIAs smooth ride shakes up astronomy, April, p. 26.
Hubble at 20: Reflections on the universe...and
ourselves, April, p. 30.
Dazzling images from our nearest star, June, p. 20.
Airborne laser shootdown: Defying the odds, June,
p. 40.
July-Aug., p. 20.
Tunnel 9: A national treasure reborn, July/Aug., p. 42.
Robonaut: The next generation, Sept., p. 26.
X-51 scrams into the future, Oct., p. 26.
Hayabusa makes a triumphant return, Nov., p. 22.
p. 28.
Air Force X-37B wings into the future, Nov., p. 34.
Aerospace 2010: Aerodynamic decelerators, Dec.,
p. 30.
Aerospace 2010: Aerodynamic measurement
technology, Dec., p. 19.
Dec., p 73.
Aerospace 2010: Fluid dynamics, Dec., p. 17.
Aerospace 2010: Directed energy systems, Dec., p. 74.
Aerospace 2010: Lighter-than-air systems, Dec., p. 26.
Aerospace 2010: Missile systems, Dec., p. 61.
Aerospace 2010: Plasmadynamics and lasers, Dec.,
p. 14.
Aerospace 2010: Sensor systems, Dec., p. 45.
Aerospace 2010: V/STOL, Dec., p. 31.
INTERNATIONAL
p. 20.
Space debris: Turning goals into practice, Feb., p. 3.
Crouching tiger, puffing dragon, Feb., p. 6.
p. 24.
Subjects
AIRCRAFT DESIGN AND TECHNOLOGY
p. 20.
Jan., p. 24.
Some answers, but still some questions, Feb., p. 10.
p. 24.
p. 4.
p. 16.
DARPAs Vulcan engine goes Navy, March, p. 20.
India joins the race, April, p. 8.
Wind tunnels: Dont count them out, April, p. 39.
p. 20.
p. 40.
p. 16.
Tunnel 9: A national treasure reborn, July/Aug., p. 42.
Irans unconventional approach to aerospace, Sept.,
p. 39.
Europe charts path to sixth-generation fighter, Oct.,
p. 4.
p. 14.
deep, Nov., p. 14.
p. 28.
Aerospace 2010: Aeroacoustics, Dec., p. 19.
Aerospace 2010: Aerodynamic decelerators, Dec.,
p. 30.
Aerospace 2010: Aerodynamic measurement
technology, Dec., p. 17.
Dec., p. 73.
Aerospace 2010: Aircraft design, Dec., p. 32.
Aerospace 2010: Aircraft operations, Dec., p. 33.
Aerospace 2010: Applied aerodynamics, Dec., p. 21.
Aerospace 2010: Flight testing, Dec., p. 27.
Aerospace 2010: General aviation, Dec., p. 29.
Aerospace 2010: Ground testing, Dec., p. 12.
Aerospace 2010: Hypersonic technologies and
aerospace plane, Dec., p. 72.
Aerospace 2010: Lighter-than-air systems, Dec., p. 26.
Aerospace 2010: V/STOL, Dec., p. 31.
AVIONICS AND ELECTRONICS
Jan., p. 24.
July-Aug., p. 20.
New batteries, fuel cells energize aviation, Nov.,
p. 4.
p. 4.
March, p. 12.
p. 16.
Reconnecting with a magnetic mystery, March, p. 18.
Europe tackles runway capacity issue, April, p. 4.
Smart procurement falters in Europe, June, p. 4.
T minus 15 years...and holding, July-Aug., p. 12.
p. 16.
July-Aug., p. 20.
Japans solar sail heads starward, July-Aug., p. 24.
Arianespace: Thirty years and growing..., Sept., p. 18.
p. 39.
p. 4.
p. 14.
LIFE SCIENCES
Hearts in free fall, Feb., p. 22.
Aerospace 2010: Life sciences, Dec., p. 58.
MANAGEMENT
p. 24.
p. 4.
Controlling launch vehicle life-cycle costs, Oct., p. 40.
deep, Nov., p. 14.
Dec., p. 73.
Aerospace 2010: Ground testing, Dec., p. 12.
Aerospace 2010: Management, Dec., p. 38.
Aerospace 2010: Multidisciplinary design
optimization, Dec., p. 12.
Aerospace 2010: Systems engineering, Dec., p. 34.
Aerospace 2010: Value-driven design, Dec., p. 70.
MATERIALS AND STRUCTURES
deep, Nov., p. 14.
Combining safety and survivability for future
spacefaring, Nov., p. 16.
p. 28.
Aerospace 2010: Adaptive structures, Dec., p. 5.
Aerospace 2010: Design engineering, Dec., p. 4.
Aerospace 2010: Materials, Dec., p. 8.
Aerospace 2010: Modeling and simulation, Dec., p. 24.
Aerospace 2010: Nondeterministic approaches,
Dec., p. 10.
Aerospace 2010: Space tethers, Dec., p. 59.
Aerospace 2010: Structural dynamics, Dec., p. 11.
Aerospace 2010: Structures, Dec., p. 9.
Aerospace 2010: Survivability, Dec., p. 7.
MILITARY SYSTEMS
p. 20.
Jan., p. 24.
p. 24.
p. 16.
As the tanker turns, May, p. 3.
Feeling the pinch and fighting back, May, p. 8.
p. 20.
p. 40.
July-Aug., p. 20.
p. 39.
p. 4.
p. 28.
Aerospace 2010: Hybrid rockets, Dec., p. 51.
Aerospace 2010: Survivability, Dec., p. 7.
Aerospace 2010: Weapon system effectiveness,
Dec., p. 66.
MISSILES
p. 39.
Aerospace 2010: Guidance, navigation, and control,
Dec., p. 18.
Aerospace 2010: Weapon system effectiveness,
Dec., p. 66.
POLICY
Mitigation and adaptation, Jan., p. 3.
Money woes take center stage, Jan., p. 8.
A safer path to orbit, Jan., p. 16.
Space debris: Turning goals into practice, Feb., p. 3.
Crouching tiger, puffing dragon, Feb., p. 6.
Some answers, but still some questions, Feb., p. 10.
Space, safetyand risk, March, p. 3.
p. 4.
Big budget, big changes, March, p. 8.
p. 16.
Working toward compromise, April, p. 3.
Season for endings?, April, p. 11.
A boost for commercial human spaceflight, April,
p. 20.
Wind tunnels: Dont count them out, April, p. 39.
As the tanker turns, May, p. 3.
Feeling the pinch and fighting back, May, p. 8.
Space shuttle: An astronaut looks at its legacy, May,
p. 16.
NextGen: A slow transformation, May, p. 31.
U.S. civil space policy: Clearing the fog, June, p. 3.
Disagreements and hard decisions, June, p. 8.
Paradigm shift in U.S. space policy, June, p. 22.
p. 40.
The human factor, July-Aug., p. 3.
Gearing up for budgetary battles, July-Aug., p. 8.
Human rating for future spaceflight: A roundtable
discussion, July-Aug., p. 27.
Dollars and sense, Sept., p. 3.
The difficulties of letting go, Sept., p. 8.
A higher calling for suborbital research, Sept., p. 32.
A good first step, Oct., p. 3.
Outlasting the opposition, Oct., p. 6.
Ad astra: The future of NASAs astronaut corps, Oct.,
p. 18.
The waiting game, Nov., p. 8.
Combining safety and survivability for future space-
faring, Nov., p. 16.
p. 28.
Flying into history, Dec., p. 3.
Aerospace 2010: Society and aerospace technology,
Dec., p. 36.
PROPULSION AND POWER
deep, Nov., p. 14.
p. 28.
Aerospace 2010: Aerospace power, Dec., p. 54.
Aerospace 2010: Air-breathing propulsion, Dec., p. 56.
Aerospace 2010: Electric propulsion, Dec., p. 49.
Aerospace 2010: Energetic components, Dec., p. 53.
Aerospace 2010: Gas turbine engines, Dec., p. 46.
Aerospace 2010: High-speed air-breathing
propulsion, Dec., p. 57.
Aerospace 2010: Liquid propulsion, Dec., p. 55.
Aerospace 2010: Nuclear and future flight propulsion,
Dec., p. 52.
Aerospace 2010: Propellants and combustion, Dec.,
p. 50.
Aerospace 2010: Solid rockets, Dec., p. 47.
Aerospace 2010: Terrestrial energy, Dec., p. 48.
ROBOTICS
Robonaut: The next generation, Sept., p. 26.
p. 28.
Aerospace 2010: Space logistics, Dec., p. 63.
Aerospace 2010: Space resources, Dec., p. 62.
SPACE AND ATMOSPHERIC SCIENCE
March, p. 12.
Dazzling images from our nearest star, June, p. 20.
Aerospace 2010: Astrodynamics, Dec., p. 18.
Aerospace 2010: Atmospheric and space
environments, Dec., p. 23.
Aerospace 2010: Atmospheric flight mechanics,
Dec., p. 22.
Aerospace 2010: Balloons, Dec., p. 28.
Aerospace 2010: Plasmadynamics and lasers, Dec.,
p. 14.
Aerospace 2010: Space colonization, Dec., p. 64.
Aerospace 2010: Space exploration, Dec., p. 71.
Aerospace 2010: Space operations and support,
Dec., p. 67.
Aerospace 2010: Space resources, Dec., p. 62.
Aerospace 2010: Space systems, Dec., p. 60.
SPACE STATION
SPACE TRANSPORTATION
Aboost for commercial human spaceflight, April, p. 20.
p. 16.
U.S. space launch: Growth and stagnation, June, p. 16.
Arianespace: Thirty years and growing..., Sept., p. 18.
p. 39.
Ad astra: The future of NASAs astronaut corps, Oct.,
p. 18.
Aerospace 2010: Nuclear and future flight propulsion,
Dec., p. 52.
Aerospace 2010: Space transportation, Dec., p. 65.
SPACECRAFT
p. 24.
Aboost for commercial human spaceflight, April, p. 20.
p. 16.
U.S. space launch: Growth and stagnation, June, p. 16.
p. 28.
Aerospace 2010: Space stations, Dec., p. 69
Aerospace 2010: Space tethers, Dec., p. 59.
Aerospace 2010: Space transportation, Dec., p. 65.
INTERVIEWS
With Gen. Norton A. Schwartz, Jan., p. 12.
With Graham Lake, Feb., p. 14.
With Dietmar Schrick, April, p. 14.
With Andrew Brookes, May, p. 12.
With Buzz Aldrin, June, p. 12.
With Robert T. Bigelow, Sept., p. 10.
With Werner J.A. Dahm, Oct., p. 10.
With Mark Clough, Nov., p. 11.
Authors
A
ABOULAFIA, R., Aircraft industry rides out the
recessionso far, Jan. p. 20.
ABOULAFIA, R., World tanker market: More than just
KC-X, March, p. 16.
ABOULAFIA, R., Trainer aircraft: Long-term hopes for
growth, May, p. 20.
ABOULAFIA, R., Emerging regionals crowd a flat
market, July-Aug., p. 16.
ABOULAFIA, R., Jetliners: Bright spot in the world
economy, Oct., p. 14.
B
BALL, R., Combining safety and survivability for future
BUTTERWORTH-HAYES, P., Europe looks to
outsourcing, Jan., p. 4.
BUTTERWORTH-HAYES, P., Changing aerospace
cluster dynamics, Feb., p. 4.
BUTTERWORTH-HAYES, P., With Graham Lake, Feb.,
p. 14.
BUTTERWORTH-HAYES, P., Chinas short march to
aerospace autonomy, Feb., p. 24.
BUTTERWORTH-HAYES, P., Environmental regulations
fly high and wide, March, p. 4.
BUTTERWORTH-HAYES, P., Open rotor research revs
up, March, p. 38.
BUTTERWORTH-HAYES, P., Europe tackles runway
capacity issue, April, p. 4.
BUTTERWORTH-HAYES, P., With Dietmar Schrick,
April, p. 14.
BUTTERWORTH-HAYES, P., Euro Hawk sparks UAS
integration plans, May, p. 4.
BUTTERWORTH-HAYES, P., With Andrew Brookes,
May, p. 12.
BUTTERWORTH-HAYES, P., SESAR faces nontechnical
hurdles, May, p. 38.
BUTTERWORTH-HAYES, P., Smart procurement
falters in Europe, June, p. 4.
BUTTERWORTH-HAYES, P., Flying gets personal in
Europe, July-Aug., p. 4.
BUTTERWORTH-HAYES, P., Taxes and trains threaten
aircraft market, Sept., p. 4.
BUTTERWORTH-HAYES, P., Irans unconventional
approach to aerospace, Sept., p. 39.
BUTTERWORTH-HAYES, P., Europe charts path to
sixth-generation fighter, Oct., p. 4.
BUTTERWORTH-HAYES, P., Critical times for Indias
space program, Oct., p. 34.
BUTTERWORTH-HAYES, P., New batteries, fuel cells
energize aviation, Nov., p. 4.
BUTTERWORTH-HAYES, P., With Mark Clough, Nov.,
p. 11.
C
CCERES, M., A boost for commercial human
spaceflight, April, p. 20.
CCERES, M., U.S. space launch: Growth and
stagnation, June, p. 16.
CCERES, M., Space launches spike upward, Oct., p. 22.
CAMHI, E., Mitigation and adaptation, Jan., p. 3.
CAMHI, E., Space, safetyand risk, March, p. 3.
CAMHI, E., Working toward compromise, April, p. 3.
CAMHI, E., As the tanker turns, May, p. 3.
CAMHI, E., The human factor, July-Aug., p. 3.
CAMHI, E., Dollars and sense, Sept., p. 3.
CAMHI, E., A good first step, Oct., p. 3.
CAMHI, E., Flying into history, Dec. p. 3.
CANAN, J., With Gen. Norton A. Schwartz, Jan., p. 12.
CANAN, J., ISR in todays war: A closer look, March,
p. 30.
CANAN, J., Paradigm shift in U.S. space policy, June,
p. 22.
CANAN, J., With Robert T. Bigelow, Sept., p. 10.
CANAN, J., With Werner J.A. Dahm, Oct., p. 10.
CANAN, J., Air Force technology: Change on the
horizon, Nov., p. 28.
COVAULT, C., Air Force X-37B wings into the future,
Nov., p. 34.
D
DAVID, L., Keplers search for Earth-like planets, Jan.,
p. 36.
DAVID, L., Hubble at 20: Reflections on the universe...
and ourselves, April, p. 30.
DAVID, L., A higher calling for suborbital research,
Sept., p. 32.
DAVID, L., Hayabusa makes a triumphant return,
Nov., p. 22.
2010 INDEX
DORR, R., Money woes take center stage, Jan., p. 8.
DORR, R., Some answers, but still some questions,
Feb., p. 10.
DORR, R., Big budget, big changes, March, p. 8.
DORR, R., Season for endings?, April, p. 11.
DORR, R., Feeling the pinch and fighting back, May,
p. 8.
DORR, R., Disagreements and hard decisions, June,
p. 8.
DORR, R., Gearing up for budgetary battles, July-Aug.,
p. 8.
DORR, R., The difficulties of letting go, Sept., p. 8.
DORR, R., Outlasting the opposition, Oct., p. 6.
DORR, R., The waiting game, Nov., p. 8.
F
FINKLEMAN, D., Space debris: Turning goals into
practice, Feb., p. 3.
FINNEGAN, P., Homeland security goes transatlantic,
Feb., p. 18.
FINNEGAN, P., Israeli UAVs find a competitive edge,
May, p. 22.
FINNEGAN, P., Defense companies brace for
changes, Sept., p. 16.
FLINN, E., Seeking other Earths, Jan., p. 28.
FLINN, E., Hearts in free fall, Feb., p. 22.
FLINN, E., Reconnecting with a magnetic mystery,
March, p. 18.
FLINN, E., SOFIAs smooth ride shakes up astronomy,
April, p. 26.
FLINN, E., Measuring change in Earths wobble, May,
p. 26.
FLINN, E., Futuristic aircraft: Old-fashioned look is
only skin deep, Nov., p. 14.
G
GOLDSTEIN, E., Wind tunnels: Dont count them out,
April, p. 39.
GREY, J., U.S. civil space policy: Clearing the fog, June,
p. 3.
GREY, J., The greening of aviation: Another context,
Nov., p. 3.
J
JONES, T., A safer path to orbit, Jan., p. 16.
JONES, T., Why asteroids beckon: NASA and
near-Earth objects, March, p. 12.
JONES, T., Space shuttle: An astronaut looks at its
legacy, May, p. 16.
JONES, T., T minus 15 years...and holding, July-Aug.,
p. 12.
JONES, T., Ad astra: The future of NASAs astronaut
corps, Oct., p. 18.
L
LEWIS, M., Tunnel 9: A national treasure reborn,
July/Aug., p. 42.
LEWIS, M., X-51 scrams into the future, Oct., p. 26.
R
ROBINSON, J., Controlling launch vehicle life-cycle
costs, Oct., p. 40.
ROCKWELL, D., Future tactical communications:
Getting the JTRS, Jan., p. 24.
ROCKWELL, D., Geography drives ISR technology,
April, p. 22.
ROCKWELL, D., Defense electronics: The spigot is
not closing, July-Aug., p. 20.
S
SIETZEN, F., With Buzz Aldrin, June, p. 12.
W
WESTLAKE, M., Crouching tiger, puffing dragon,
Feb., p. 6.
WESTLAKE, M., India joins the race, April, p. 8.
WESTLAKE, M., Japans solar sail heads starward,
July-Aug., p. 24.
WILLIAMSON, M., Arianespace: Thirty years and
growing..., Sept., p. 18.
WILSON, J., Small Explorers with big benefits, Jan., p. 32.
WILSON, J., New capabilities for GPS II/III, Feb., p. 32.
WILSON, J., Forecasting turbulence over the seas,
Feb., p. 38.
WILSON, J., DARPAs Vulcan engine goes Navy,
March, p. 20.
WILSON, J., Unmanned and airborne: A new plan,
March, p. 24.
WILSON, J., NextGen: Aslowtransformation, May, p.31.
WILSON, J., Making the most of GOCE, June, p. 30.
WILSON, J., Airborne laser shootdown: Defying the
odds, June, p. 40.
WILSON, J., Robonaut: The next generation, Sept.,
p. 26.
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TheSchool of Aeronautics& Astronautics(AAE) at PurdueUniver-
sityseeksoutstandingindividualswithaPh.D. andastrongbackgroundrel-
evant to aerospaceengineering. Currently, AAE faculty members conduct
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AIAA has created a new
task force to assist in the
formulation of a national
road map for the U.S. to
address investments in the
Earth-observing industry
to adequately inform future
climate change debates
and decisions. Composed
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the task force is developing
a strategy to come up with
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For more information,
contact Craig Day
at 703.264.3849
or craigd@aiaa.org.
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DECEMBER 2010
AIAA Meeting Schedule B2
AIAA Courses & Training B4
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AIAA News B5
AIAA Publications B14
AIAA Meeting Program B15
14th Annual FAA Commercial Space
Transportation Conference
AIAA Calls for Papers B19
2011 AAS/AIAA Astrodynamics Specialist
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AIAA Courses and Training B21
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B2 AIAA BULLETIN / DECEMBER 2010

2011
47 Jan 49th AIAA Aerospace Sciences Meeting Orlando, FL Jan 10 1 Jun 10
Including the New Horizons Forum and Aerospace Exposition (Oct)
2427 Jan The Annual Reliability and Maintainability Symposium (RAMS) Lake Buena Vista, FL (Contact: Walt Willing, 410.765.7372,
walter.willing@ngc.com, www.rams.org)
Feb The Space Shuttle: An Engineering Milestone Symposium Atlanta, GA (Contact Ms. Cindy Pendley, 404.385.8587,
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79 Feb Airworthiness, CBM, and HUMS Specialists Meeting Huntsville, AL (Contact: Robert King, 256.313.9016;
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910 Feb 14th Annual FAA Commercial Space Transportation Conference (Dec) Washington, DC
1317 Feb 21st AAS/AIAA Space Flight Mechanics Meeting New Orleans, LA May 10 11 Oct 10
Contact: Peter Lai, 310.336.2367, www.space-flight.org/
AAS_meetings/2011_winter/2011%20winter.html
512 Mar 2011 IEEE Aerospace Conference Big Sky, MT
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2830 Mar 3AF-46th Symposium of Applied Aerodynamics Orleans, France (Contact: Anne Venables, secr.exec@
aaafasso.fr, http://www.aaafasso.fr)
2931 Mar Infotech@Aerospace 2011 Conference St. Louis, MO Jul/Aug 10 13 Sep 10
47 Apr 52st AIAA/ASME/ASCE/AHS/ASC Structures, Structural Dynamics, Denver, CO Apr 10 9 Aug 10
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19th AIAA/ASME/AHS Adaptive Structures Conference
13th AIAA Non-Deterministic Approaches Conference
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Contact: DGLR, +49 228 30 80 5-0,
gnc@dglr.de, www.ceas-gnc.eu
11 May AIAA Aerospace Spotlight Awards Gala Washington, DC
1820 May Sexto Congreso Argentino de Tecnologia Espacial San Luis, Argentina
(Sixth Argentine Congress on Space Technology) Contact: Pablo de Len, 701.777.2369 (U.S.);
deleon@aate.org; www.aate.org
2326 May 21st AIAA Aerodynamic Decelerator Systems Technology Dublin, Ireland May 10 7 Oct 10
Conference and Seminar
30 May1 Jun 18th St Petersburg International Conference on Integrated St. Petersburg, Russia
Navigation Systems Contact: Prof. V. Peshekhonov, +7 812 238 8210,
elprib@online.ru, www.elektropribor.spb.ru
2 Jun Aerospace Today ... and Tomorrow: An Executive Symposium Williamsburg, VA
68 Jun 17th AIAA/CEAS Aeroacoustics Conference Portland, OR Jun 10 9 Nov 10
(31st AIAA Aeroacoustics Conference)
911 Jun 5th International Conference on Recent Advances in Space Technologies Istanbul, Turkey
1317 Jun International Conference on Aircraft and Engine Icing and Ground Chicago, IL
Deicing Contact: Frank Bokulich, fbokulich@sae.org
2630 Jun International Forum on Aeroelasticity and Structural Dynamics 2011 Paris, France (Contact: Anne Venables, secr.exec@aaaf.
(IFASD2011) asso.fr, www.ifasd2011.com)
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2730 Jun 29th AIAA Applied Aerodynamics Conference Honolulu, HI Jun 10 17 Nov 10
41st AIAA Fluid Dynamics Conference and Exhibit
20th AIAA Computational Fluid Dynamics Conference
42nd AIAA Thermophysics Conference
6th AIAA Theoretical Fluid Mechanics Conference
42nd AIAA Plasmadynamics and Lasers Conference
3rd AIAA Atmospheric and Space Environments Conference
1721 Jul 41st International Conference on Environmental Systems Portland, OR Oct 10 15 Nov 10
31 Jul4 Aug 2011 AAS/AIAA Astrodynamics Specialist Conference Girdwood, AK Dec 10 5 Apr 11
Contact: William T. Cerven, 571.307.4208,
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docs/2011_astro/2011_astro.html
13 Aug 9th Annual International Energy Conversion Engineering Conference San Diego, CA Jul/Aug 10 23 Nov 10
13 Aug 47th AIAA/ASME/SAE/ASEE Jointi Propulsion Conference & Exhibit San Diego, CA Jul/Aug 10 23 Nov 10
811 Aug AIAA Guidance, Navigation, and Control Conference Portland, OR Jul/Aug 10 17 Jan 11
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100 Years of Achievement and Progress (Jointly held with ATIO)
2629 Sep AIAA SPACE 2011 Conference & Exposition Long Beach, CA Sep 10 25 Jan 11
37 Oct 62nd International Astronautical Congress Cape Town, South Africa (www.iac2011.com)
2628 Oct 2nd Aircraft Structural Design Conference London, UK (Contact: Hinal Patel-Bhuya, Hinal.patel@
aerosociety.com, www.aerosociety.com/conferences)
2012
912 Jan 50th AIAA Aerospace Sciences Meeting Nashville, TN
Including the New Horizons Forum and Aerospace Exposition
46 Jun 19th St Petersburg International Conference on Integrated St. Petersburg, Russia
Navigation Systems Contact: Prof. V. Peshekhonov, +7 812 238 8210,
elprib@online.ru, www.elektropribor.spb.ru
1422 Jul 39th Scientific Assembly of the Committee on Space Research Mysore, India
and Associated Events (COSPAR 2012) Contact: http://www.cospar-assembly.org

2010
1 Dec30 Apr Introduction to Computational Fluid Dynamics Distance Learning
1 Dec30 Apr Advanced Computational Fluid Dynamics Distance Learning
1 Dec30 Apr Computational Fluid Turbulence Distance Learning
2011
89 Jan CFD for Combustion Modeling Aerospace Sciences Meeting Orlando, FL
89 Jan Modern Design of Experiments Aerospace Sciences Meeting Orlando, FL
89 Jan Basic Measurement Uncertainty, Methods and Applications Aerospace Sciences Meeting Orlando, FL
89 Jan C++ in Aerospace Simulations Aerospace Sciences Meeting Orlando, FL
89 Jan Systems Requirements Engineering Aerospace Sciences Meeting Orlando, FL
89 Jan Perturbation Methods in Science and Engineering Aerospace Sciences Meeting Orlando, FL
89 Jan Verification and Validation in Scientific Computing Aerospace Sciences Meeting Orlando, FL
89 Jan Sustainable (Green) Aviation Aerospace Sciences Meeting Orlando, FL
1 Feb31 Jul Introduction to Spaceflight Distance Learning
1 Feb31 Jul Fundamentals of Aircraft Performance & Design Distance Learning
2728 Mar Electro-Optical Systems for Aerospace Sensing Applications Infotech@Aerospace St Louis, MO
23 Apr Design of Aircraft Structures Structures Conferences Denver, CO
23 Apr The Fundamentals of Composite Structure Design Structures Conferences Denver, CO
23 Apr Structural Dynamics in Mechanical Design Structures Conferences Denver, CO
23 Apr Computational Methods in Aeroelasticity Structures Conferences Denver, CO
910 Apr Fundamentals of Hypersonic Aerodynamics Intl Space Planes & Hypersonics San Francisco, CA
45 Jun Computational Aeroacoustics: Methods and Applications Aeroacoustics Conference Portland, OR
2526 Jun Computational Multiphase Flow Fluid Dynamics Conferences Honolulu, HI
2526 Jun Modern Flow I Course Fluid Dynamics Conferences Honolulu, HI
2526 Jun Turbulence Modeling for Computation Fluid Dynamics Fluid Dynamics Conferences Honolulu, HI
2526 Jun Sensitivity Analysis and Uncertainty Propagation for Computational Models Fluid Dynamics Conferences Honolulu, HI
2526 Jun Microfluidics and Nanofluidics Fluid Dynamics Conferences Honolulu, HI
1617 Jul Space Environment and Its Effects on Space Systems Intl Conf. on Environmental Systems Portland, OR
45 Aug Liquid Propulsion Joint Propulsion Conf San Diego, CA
45 Aug Pressure Vessel Design Requirements and Verication Guidelines Joint Propulsion Conf San Diego, CA
45 Aug Hybrid Rocket Propulsion Joint Propulsion Conf San Diego, CA
45 Aug Air Breathing Propulsion Design Joint Propulsion Conf San Diego, CA
45 Aug Electric Propulsion Joint Propulsion Conf San Diego, CA
67 Aug Aircraft and Rotorcraft System Identification Engineering Methods and GNC Conferences Portland, OR
Hands-on Training using CIFER
67 Aug Aircraft Handling Qualities GNC Conferences Portland, OR
67 Aug Mathematical Introduction to Integrated Navigation Systems with Applications GNC Conferences Portland, OR
67 Aug Modeling Flight Dynamics with Tensors GNC Conferences Portland, OR
67 Aug Modern Missile Guidance GNC Conferences Portland, OR
67 Aug Vision Based Control for Autonomous Vehicles GNC Conferences Portland, OR
DATE COURSE LOCATION VENUE
To receive information on courses listed above, write or call AIAA Customer Service,
1801 Alexander Bell Drive, Suite 500, Reston, VA 20191-4344;
800.639.2422 or 703.264.7500 (outside the U.S.). Also accessible via the internet at www.aiaa.org/courses.
THE YEAR AHEAD
Brian Dailey, AIAA President-Elect
I assumed the position of
President-Elect of the Institute in
May 2010 and since then have
spent many hours reviewing every
aspect of the organization. With
thanks to our President, Mark
Lewis, the Board of Directors, and
AIAA staff, I now have a thorough
update of AIAA matters. Through
this review process, I have also
gained a heightened appreciation
of the enormous responsibility
that we, as a collective Board of
Directors, have to our nearly 30,000 members around the world.
More than ever, our individual and corporate members are seek-
ing a well-defined value proposition of what is returned to them
through active participation in AIAA. What is also vividly clear
to me is that the Institutes future growth and significance within
the aerospace community is facing an unparalleled challenge
of continuing to meet the professional needs and interests of an
increasingly diverse aerospace membership, while at the same
time strengthening our fiscal position and ability to grow internally.
I would like to address three areas of opportunity to help meet
this challenge.
First and foremost, we must enlist and engage aerospace
Young Professionals very early in their career. These bright,
young engineers and scientists come into the workforce with great
enthusiasm and determination to succeed and make a difference.
It is the responsibility of all of us who are in mid-to-high level
management to seek out these Young Professionals and provide
encouragement and support to actively participate in organizations
such as AIAA. Not only is this highly beneficial to AIAA, but the
career benefits to the individual are immeasurable. This kind of
employer support often results in having an AIAA member for life.
Second, program initiatives are in development now that will
be of high value to our 90+ Corporate Members. Jim Maser,
President, Pratt-Whitney Rocketdyne, assumed the Chair posi-
tion of the Corporate Member Committee in July, and you will see
much more on new program initiatives in the coming months. I will
be working directly with many of our Corporate Member execu-
tives to advance their relationship with AIAA and their under-
standing of Corporate Member benefitsto their company and
to their employees. We will identify best practices for the Institute
to showcase our Corporate Members within the aerospace com-
munity, seeking opportunities for honors and awards, committee
leadership, and membership upgrades.
A third opportunity for AIAA is in our ability to play a significant
role in advancing the public policy issues that are critical to our
membershipfunding and program requirements stability for gov-
ernment aerospace goods and services, ITAR and trade regula-
tions, global climate change, and space and national security pol-
icyparticularly as it relates to certain federal budget reviews to
address deficit and debt reduction initiatives. In May 2011, AIAA
will replace the Inside Aerospace Conference with a daylong
symposium on Capitol Hill. Speakers will focus on current public
policy issues important to all our membership, and the event will
demonstrate the breadth of AIAA in the aerospace community.
Looking ahead to the coming year, it is imperative that we all
acknowledge that we need to allow AIAA to evolveretaining
our technical strength while also embracing skills and attitudes
that are important as our members grow in their own profes-
sional careers. Building on the very strong legacy of current and
past leaders within AIAAvolunteers and professional staffwe
must be open to a changing environment and changing atti-
tudes affecting our aerospace community and, in turn, our AIAA
membership.
I am looking forward to assuming the position of President of
your organization in May 2011. I understand in doing so that it will
be during a critical period in our industry. I am grateful for the firm
footing laid out for the Institute by our current and past AIAA lead-
ers and am committed to advancing our aggressive strategic plan
and our other bold initiatives during my term and beyond.
AIAA Executive
Director Bob Dickman,
NASA Johnson
Deputy Director Ellen
Ochoa, and AIAA
Vice President-Elect,
Technical Activities
Basil Hassan at Space
Center Houston
attending a recep-
tion in coordination
with the AIAA / NASA
Johnson Space
Center Commercial
Human Spaceflight
Symposium that was
held 1314 October
2010.
PARACHUTES, AIRPLANES, AND AIRPORTS EXCITE STUDENTS AT THE ATIO CONFERENCE IN FORT WORTH, TX
Over 500 high school students participating in the Arlington County, TX, Project Lead the Way program had the opportunity to learn
about engineering and aircraft on 16 September. Engineers from Lockheed Martin Aeronautics, the FAA, Dell, Gulfstream, the
University of TexasArlington, and the NW Texas section deployed to 4 local high schools to continue the traditional education outreach
following the ATIO Conference. Students were treated to presentations about engineering applications in everyday life, Lockheed Martin
Aeronautics products, and information about how airports are built from the FAA. The real fun started as the students had to build a
parachute to keep their passenger safe and learn how to use math to construct an airport.
The mini-workshop that members of AIAA presented to our students was more than just the usual sit-n-git. Presented by local and
national AIAA members, students enrolled in the Arlington school districts Introduction to Engineering Design classes were treated
to multiple hand-on activities that challenged their imaginations and problem-solving skills. Several of our teachers have or will be
joining AIAA as Educator Associates, and we look forward to working with AIAA again, said Tim Thompson, Arlington ISD Career &
TechnologyCurriculum Specialist
The AIAA Aircraft Design TC started this outreach to encourage students to learn more about flight and airplane design. By going to
the local community and reaching out to the students, it enables the conference to spread knowledge about the applications of science,
technology, engineering, and math (STEM). By learning about applications of these subjects, students become more curious and cre-
ative as they approach their school projects. The tie-in of university students and professionals enables students and teachers to learn
about the next step in education and what careers might be available to them. By targeting middle schoolers, we gave the students an
opportunity to tailor their high school courses more toward mathematics and the sciences, said Dennis Carter, member of the Aircraft
Design Technical Committee.
Listening to the students discussion during the activities and their rationale for certain design aspects made all the effort of help-
ing organize the event well worth it. You could see their creativity and desire to learn. It was a very rewarding experience on both a
professional and personal level, stated Jason Petermeier, AIAA North Texas section member and Delivery Manager for Dell Services
Engineering Solutions
From 2022 September 2011, the ATIO Conference will be in Virginia Beach. For more information about this program, please con-
tact Dennis Carter at dennis.carter@wpafb.af.mil, or Lisa Bacon at lisab@aiaa.org.
AIAA Career & Workforce Development Workshop
Aerospace Sciences Meeting, Orlando, Florida
Wednesday, 5 January 2011
Morning: 09001130 hrs; Afternoon: 14001600 hrs
Are you prepared for planned or unplanned career transitions, or just beginning your career? This workshop will feature a series of
panel discussions focused on preparing engineers for effectively navigating the career transition gauntlet.
Champion of Change
Keynote speaker: Larry Schultz, Mayor or Rockledge, FL and Ares Mobile Launcher Project Manager for NASA
Topics include:
Jumping the Resume Hurdles
Pole Vaulting Interviews
Running the Relay Race of Career Transitions
Sprinting vs Long Distance Financial Positioning
In addition to the workshop, the Career & Workforce Development Committee will offer members personal support in resume
reviews. Bring a copy of your resume; sit down with one of the volunteers for review and constructive feedback.
AIAA members not attending the ASM Conference must preregister for this free workshop. Please contact Chris Jessee at
chrisj@aiaa.org or 703.264.3848 for instructions for registering.
Project Lead the Way students from Arlington ISD learn
how to build airports and airplanes from AIAA and FAA
mentors.
SANDERS RECEIVES AWARD OF MERIT FOR SPACE
TECHNOLOGY STANDARDS CONTRIBUTIONS
ASTM International Committee E21 on Space Simulation
and Applications of Space Technology has recognized Jack
T. Sanders, a contamination engineering specialist at ATK
Aerospace Systems in Beltsville, MD, with the ASTM Award
of Merit. The award, which includes the honorary title of fel-
low, is the highest society award granted to an individual ASTM
member for distinguished service and outstanding participation
in committee activities. Sanders was recognized for his lead-
ership of Committee E21 and his significant contributions to
Subcommittee E21.05 on Contamination. A member of ASTM
International since 1993, Sanders currently serves as Committee
E21 chairman.
Sanders has been with ATK Aerospace Systems since
2008. Prior to that, he was a contamination engineer at Stinger
Ghaffarian Technologies and Swales Aerospace, and also held
engineering positions the Johns Hopkins University Applied
Physics Laboratory, Rotorex Corp. and Bethlehem Steel Corp. A
specialist in contamination control in aerospace systems with
a focus on Earth and space weather systems, he is currently
working on the Magnetospheric Multiscale (MMS) science inves-
tigation, Solving Magnetospheric Acceleration, Reconnection,
and Turbulence (SMART) for spacecraft.
Outside ASTM International, Sanders is a senior member
of AIAA and a member of the International Society for Optical
Engineering. He holds a bachelors degree in materials science
and engineering from Lehigh University, and a masters degree
in administrative science from Johns Hopkins University.
The Aerospace Industries Association of Canada (AIAC) hosted a tribute
to AIAA Fellow Dr. Wagdi George Habashi for his exceptional contribu-
tion to Canadas aerospace industry and bestowed upon him the very
first AIAC-James C. Floyd Award as part of the AIAC Annual General
Meeting and Conference, 2627 October, in Ottawa.
2011 Conference
Unleashing
Unmanned Systems
2931 March 2011
Hyatt Regency St. Louis at the Arch St. Louis, Missouri
Early Bird Registration Deadline: 28 February 2011
www.aiaa.org/events/I@A
AIAA INTERNATIONAL ACTIVITIES COMMITTEE TEAM
VISITS THE GERMAN SPACE INDUSTRY
Representatives of AIAAs International Activities Committee
(IAC) visited the German Aerospace Center (Deutsches
Zentrum fur Lft- and Raumfahrt e.V., or DLR) facilities in
Oberpfaffenhofen near Munich and its partners from the German
space industry in late September 2010. The visit was organized
by Dr. Juergen Drescher, long-time IAC member and Head of
DLRs Washington, DC, office.
While in Germany, the AIAA team learned about the strong
German interest to work cooperatively on space S&T, R&D,
and systems acquisition programs. The German government is
making overtures via DLR to the U.S. government to encour-
age increased cooperation and partnerships between space
institutions at government, academic, and commercial levels. It
is therefore paying close attention to new U.S. national space
policy pronouncements relating to international cooperation. DLR
has also been working to sponsor improved professional cama-
raderie among space professionals, scientists, and engineers.
The AIAA team visited the DLR institutes for Robotics and
Mechanotronics, the German Space Operation Centre GSOC,
the High Frequency and Radar Institute, the Institute of Methods
for Applied Earth Observation, the German Remote Sensing
Data Center DFD, and the MORABAMobile Rocket Base. DLR
provided updates on its scientific and applied research aimed
to support space exploration. The DLR visit was followed by
an industry visit to Tesat-Spacecom GmbH & Co in the town of
Backnang, north of Stuttgart.
AIAA team lead and current AIAA Vice President, International,
Dr. Mark Maurice, commented, We were shown wonderful
hospitality by our hosts, and given tremendous insight on how
Germanys R&D and industry efforts fit within the international
space community. The enthusiasm of everyone we met said it all!
DLR sponsor, Dr. Drescher, responded, We are very pleased
to host AIAA in its visit to our research centers and space indus-
try. We see expanded cooperative efforts between the U.S. and
German space industry, government, research, and education
communities as part of our future, and a demonstration of the
close relations between our two nations.
The DLR site at Oberpfaffenhofen is one of Germanys larg-
est space research centers, and is located between Munich and
Lindau. The site is home to eight scientific institutes and employs
approximately 1,500 people. The research centers main fields
of activity include participating in space missions and operations,
climate and atmospheric research, research and development
in the field of Earth observation, developing communication and
navigation systems as well as advanced robotics development.
While at Oberpfaffenhofen, AIAA team member Jim
Rendleman learned firsthand about DLRs world-class robotics
and mechatronics technologies; received in-depth briefings about
the TerraSARX and TandemX space imagining radar satellite
systems; global space monitoring for environment and security
needs, supporting disaster monitoring and response, maritime
security, and weather missions; and the Shefex II project for
hypersonic re-entry technology development. TerraSAR-X is
Germanys first national radar remote sensing satellite. It was
developed in a publicprivate partnership between the German
Aerospace Center (DLR) and EADS Astrium GmbH. It sup-
plies high quality radar data for purposes of scientific observa-
tion of the Earth, including commercial applications. The new
TanDEM-X satellite is designed to fly in close formation in near-
polar orbits with the twin TerraSAR-X. In this way, the two satel-
lites can image the same regions of Earths surface from differ-
ent viewing angles, and generate 3D images and DEMs digital
elevation models of the Earth.
The Shefex program uses advanced materials and technolo-
gies such as a sharp edges, angular design, and active cooling
of the heat shield of reentry vehicles. In early 2011, Shefex II
(SHarp Edge Flight EXperiment) is scheduled to lift off from the
Australian testing ground at Woomera. Unlike previous space
vehicles, the outer skin is not rounded, but has sharp edges.
Shefex II will test for the first time a system for active cooling of
a heat shield returning from space.
During their visit to Tesat-Spacecoms Backnang facility, the
AIAA team was hosted and personally briefed by Peter Schlote,
Tesats CEO, on the companys important role in the manufac-
ture of payload equipment for communications satellites. Tesat
is the global market leader in the manufacture of traveling-wave
tube amplifiers (TWTAs) that amplify radio frequency signals
to high power, vital for satellite communications transponders.
Tesat TWTA production constitutes over 50% of the market, with
significant U.S. government and industry customers.
As an additional focus, Tesat has been expanding efforts on
laser communications. Supported by DLR Tesat has developed
and delivered mission-ready and flown space-based Laser
Communications Terminals (LCTs) for optical broadband com-
munications. Laser communications technology is revolutionary,
and presently transmits data 10-times faster than that possible
with radio waves. The point-to-point technology presents tremen-
dous opportunities to surpass physical bandwidth limitations of
the usable radio spectrum.
Rendleman commented, The DLR and Tesat capabilities
described and shown to us were truly impressive. The German
interest in expanded professional contacts and development of
cooperative programs was made clear throughout the visit. DLR
and its industrial partners can provide outstanding contributions
to improve and secure our planet and explore space.
This fact-finding visit to DLR and Germanys space industry
was made in conjunction with the teams participation in the
International Astronautical Congress in Prague, Czech Republic,
held at the end of September 2010. It is part of a continuing
initiative to sponsor and grow the international character of the
AIAA and the professionalism of its worldwide membership. The
AIAA International Activities Committee is composed of U.S. and
international members of AIAA representing both the aviation
and space segments of the aerospace industry.

New Standard Available:
AIAA Guide to Reference and Atmosphere
Models (AIAA G-003C-2010)

Just released, this standard provides guidelines for select-
ed reference and standard atmospheric models for use in
engineering design or scientific research. It describes the
content of the models, uncertainties and limitations, techni-
cal basis, databases from which the models are formed,
publication references, and sources of computer code
where available for over seventy (70) Earth and planetary
atmospheric models, for altitudes from surface to 4000
kilometers, which are generally recognized in the aero-
space sciences. This standard is intended to assist aircraft
and space vehicle designers and developers, geophysi-
cists, meteorologists, and climatologists in understanding
available models, comparing sources of data, and inter-
preting engineering and scientific results based on differ-
ent atmospheric models. Replaces AIAA G-003B-2004.
To download a copy, go to http://www.aiaa.org (free
for AIAA Members).
OBITUARIES
Associate Fellow Goss Died in September 2009
Colonel Quentin J. Goss, Ret., passed away on 4
September 2009. A 60-year member of AIAA, he had served on
the San Diego Section Council for many years.
Col. Goss attended Jamestown College, in North Dakota,
prior to entering the U.S. Military Academy at West Point. He
graduated in January 1943. He flew the fighter plane P-47
Thunderbolt in World War II and completed 108 missions, earn-
ing the Distinguished Flying Cross and the Air Medar with 7 oak
leaf clusters. After the war, he obtained two college degrees in
aeronautical engineering. He worked in research and develop-
ment of rockets and missiles for the U.S. Air Force for 27 years.
Following retirement from USAF, Goss worked as a project man-
ager for NCR until 1995.
Former AIAA President Gavin Died in October
Joseph G. Gavin Jr., age 90, died on 31 October. An AIAA
Honorary Fellow and former AIAA President, he was also a for-
mer president of Grumman Aerospace Corp. Mr. Gavin headed
Grummans Apollo lunar module program in the 1960s and was
president of the New York company from 1972 to 1985.
In a statement announcing Gavins death, Patricia McMahon,
vice president of Northrop-Grumman Corp. said that Gavin
championed the need to continue humankinds exploration of
space until the end of his life. ... Those who knew Joe knew he
never sought to be in the limelight, though, as head of our space
program, he should have been. He was one of the great pio-
neers in the aerospace industry.
Grumman manufactured the lunar module that first put men
on the moon on 20 July 1969, when Neil Armstrong and Edwin
Buzz Aldrin touched down during the Apollo 11 mission. Gavin
oversaw the design, production, and testing of the spidery lunar
landing craft that transported the Apollo programs astronauts to
the moon and back. Theres a certain exuberance that comes
from being out on the edge of technology, where things are not
certain, where there is some risk, and where you make some-
thing work, Gavin told the MIT publication Technology Review
in 2009, in reflecting on his career at Grumman.
Gavin earned bachelors and masters degrees in aeronautical
engineering at the Massachusetts Institute of Technology and,
after serving as a Navy fighter pilot, joined Grumman in 1946.
His first assignment with the company was as a design engineer
on fighter jets. He rose rapidly and became chief experimental
project engineer in 1956. From 1957 to 1962, he was chief mis-
sile and space engineer. Those jobs led Gavin to play a major
role in Grummans space effort. In 1962, he was elected a com-
pany vice president.
In 1970, while Senior Vice President in charge of Space
Activities at Grumman, Gavin played a role in the successful
recovery of the Apollo 13 crew, who were forced to use the mod-
ule as a lifeboat after the Apollo 13 spacecraft sustained dam-
age from the explosion of a liquid oxygen tank while en route to
the lunar surface.
In 1971 Gavin was awarded NASAs Distinguished Public
Service Medal, in recognition of his leadership of the Lunar
Module program. Gavin served as President of AIAA from 1981
to 1982, and was made an AIAA Honorary Fellow in 1988. In
2010 he received the Godfrey L. Cabot Award, presented by the
Aero Club of New England in recognition of his contributions to
the advancement of spaceflight. He was elected to the National
Academy of Engineering in 1974, and was also a Fellow of the
American Astronautical Society.
186 Institute members have recently been elected to the
grade of Associate Fellow. ese new Associate Fellows will be
inducted during the AIAA Foundation Associate Fellows Dinner,
Tuesday, 4 January 2011, at 1900 hrs, in Orlando, Florida. Each
year, the Institute recognizes exemplary professionals for their
accomplishments in engineering or scientic work, outstanding
merit, and contributions to the art, science, or technology of
aeronautics or astronautics.
Please support your colleagues, and join us for the induction of
the 2011 Associate Fellows. Tickets to this prestigious event are
available on a rst-come, rst-served basis and can be purchased
for $85 via the 49
th
AIAA Aerospace Sciences Meeting registration
form, or on site based on availability. Business attire is requested.
AIAA Foundation
Associate Fellows Dinner
11-0052
tributions in the management of a significant aeronautical or
aeronautical-related program or project.
J. Leland Atwood Award
Nominations due to AIAA by 1 January
This award is bestowed annually upon an aerospace engi-
neering educator in recognition of outstanding contributions to
the profession. AIAA and ASEE sponsor the award.
Mechanics and Control of Flight Award
This award is presented for an outstanding recent technical
or scientific contribution by an individual in the mechanics, guid-
ance, or control of flight in space or the atmosphere.
Multidisciplinary Design Optimization Award
The award recognizes an individual for outstanding contribu-
tions to the development and/or application of techniques of
multidisciplinary design optimization in the context of aerospace
engineering.
Otto C. Winzen Lifetime Achievement Award
In memory of Otto C. Winzen, a pioneer of modern-day bal-
looning, the award is presented for outstanding contributions and
achievements in the advancement of free flight balloon systems
or related technologies.
Piper General Aviation Award
Formerly the General Aviation Award, this award honors
William Piper, and is presented for outstanding contributions
leading to the advancement of general aviation.
Space Automation and Robotics Award
The award is presented for leadership and technical contribu-
tions by individuals and teams in the field of space automation
and robotics.
Space Science Award
The award is presented to an individual for demonstrated
leadership of innovative scientific investigations associated with
space science missions.
Space Operations and Support Award
The award is presented for outstanding efforts in overcoming
space operations problems and assuring success, and recogniz-
es those teams or individuals whose exceptional contributions
were critical to an anomaly recovery, crew rescue, or space
failure.
Space Systems Award
Formerly the Spacecraft Design Award, the award is present-
ed to recognize outstanding achievements in the architecture,
analysis, design, and implementation of space systems.
von Braun Award for Excellence in Space Program
Management
This award gives national recognition to an individual(s) for
outstanding contributions in the management of a significant
space or space-related program or project.
William Littlewood Memorial Lecture
Nominations due to AIAA by 1 February
The Lecture perpetuates the memory of William Littlewood,
who was renowned for the many significant contributions he
made to the design of an operational requirements for civil trans-
port aircraft. The topics for the Lecture, which is presented in
even years, shall deal with a broad phase of civil air transporta-
tion considered of current interest and major importance.
For further information on AIAAs awards program, please
contact Carol Stewart, Manager, AIAA Honors and Awards, at
703.264.7623 or at carols@aiaa.org.
CALL FOR NOMINATIONS
Recognize the achievements of your colleagues by nominating
them for an award. Nominations are now being accepted for the
following awards, and must be received at AIAA Headquarters
no later than 1 February 2011.
A nomination form can be downloaded from www.aiaa.
org, or AIAA members may submit nominations online after
logging in with their user name and password. Answers to
frequently asked questions or guidelines on submitting nomina-
tions for AIAA awards may be found at www.aiaa.org/content.
cfm?pageid=289.
Aerospace Guidance, Navigation, and Control Award
The award is presented to recognize important contributions
in the field of guidance, navigation and control.
Aerospace Power Systems Award
This award is given for a significant contribution in the broad
field of aerospace power systems, specifically as related to the
application of engineering sciences and systems engineering
to the production, storage, distribution, and processing of aero-
space power.
Aircraft Design Award
The award is presented to a design engineer or team for the
conception, definition, or development of an original concept
leading to a significant advancement in aircraft design or design
technology.
Daniel Guggenheim Medal
Nominations due to AIAA by 1 February
The industry-renowned Guggenheim Medal honors persons
who make notable achievements in the advancement of aero-
nautics. AIAA, ASME, SAE, and AHS sponsor the award.
de Florez Award for Flight Simulation
This award is named for the late Admiral Luis de Florez and
is presented for an outstanding individual achievement in the
application of flight simulation to aerospace training, research,
and development.
Energy Systems
The award is presented for a significant contribution in the
broad field of energy systems, specifically as related to the appli-
cation of engineering sciences and systems engineering to the
production, storage, distribution, and conservation of energy.
F. E. Newbold V/STOL Award
The award recognizes outstanding creative contributions to the
advancement and realization of powered lift flight in one or more
of the following areas: initiation, definition and/or management
of key V/STOL programs; development of enabling technologies
including critical methodology; program engineering and design;
and/or other relevant related activities or combinations thereof
which have advanced the science of powered lift flight.
George M. Low Space Transportation Award
This award honors the achievements in space transportation
by Dr. George M. Low, who played a leading role in planning
and executing all of the Apollo missions, and originated the plans
for the first manned lunar orbital flight, Apollo 8.
Haley Space Flight Award
The award is presented for outstanding contributions by an
astronaut or flight test personnel to the advancement of the art,
science, or technology of astronautics.
Hap Arnold Award for Excellence in Aeronautical
Program Management
The award is presented to an individual for outstanding con-
Inspire | Challenge | Enable
e AIAA Foundation is a nonprot,
tax-exempt educational organization
founded in 1996. rough scholarships,
student conferences, design competitions,
and classroom grants, we seek to inspire the
next generation with a passion for science
and engineering. Aided by donations large
and small, we invest in the future.
For more information or
to make a tax-deductable donation
visit www.aiaafoundation.org
AIAA WELCOMES NEW MEMBERS, JOINED AUGUST 2010
Region I
Connecticut
Deganit Armon
Loel Goldblatt
John S. Koza
Charles B. Zarowin
Greater Philadelphia
Philip C. Baciuska
Christopher M. Craft
Anthony J. Fiory
Michael A. Markowski
Johan F. Ramirez
Ken Riley
Rebecca L. Vernot
Kara Walker
Hampton Roads
Bonnie D. Allen
Nelson M. Guerreiro
Muhammad R. Hajj
Kevin A. Kerner
Stephen OKeefe
Long Island
Jake Gouverneur
Piyush K. Thakre
Mid-Atlantic
Steven P. Arnold
Allen Badeau, Jr.
Paul Boie
Timothy J. Cole
Martin T. Dzimek
Cindy K. Kim
Nancy J. Lehmann
Mary Kae Lockwood
Richard W. Mattox
David Sepan
National Capital
Richard Barhydt
Daniel Barstow
Melissa Black
David Caldwell
Africa Campbell
Stephanie Chung
John Donnellon
Matthew Dost
Michael D. Elliott
Christopher L. Ermatinger
James A. Fabunmi
Robert M. Gallagher, Jr.
Huina Gao
Dilip S. Gokhale
Seth R. Guanu
Ted M. Kaplan
Gene C. Lin
Kirill Lokshin
Bengi Manley
Richard J. Mauldin
Elisabeth L. Morse
Robert J. Prior
Chris Provan
James H. Reeves
John E. Richey
Derek Robinson
Jeff Ryder
Girishkumar R. Sabhnani
Michael D. Smith
Harold L. Springs, Jr.
Ali Tafazzoli
Tekang Wang
Jesse Wijntjes
Russell C. Wolfe
Richard Y. Xie
New England
Mario Blanco
Robert C. Chaplin
William F. Kiczuk
John A. Marshall
Michael P. Matthews
Gerard M. Quinn
Mikhail Rubnich
Vladimir I. Sotnikov
Hadi Wassaf
Gregory S. Woo
Navid Yazdani
Niagara Frontier
David M. Chaves
Marc Chaves
Southern Tier
Markus Chmielus
Region II
Alabama/Mississippi
Don L. Biggs
William N. Brown
Gary S. Connor
William L. Corley, Jr.
Kim Daugherty
Donald A. Gutknecht
William R. Kisiah
Keith W. Lane
Michael S. Maloney
Nathan P. Mathis
Jack Mulqueen
Randy Riley
Jordan B. Schwarz
Allen D. Sexton
Clovis G. Zirnstein
Atlanta
Patrick W. Amato
Otto P. Schulze, Jr.
Cape Canaveral
Ellen P. Brown
Luz Calle
John Geist
Vincent J. Grillo, Jr.
Jennifer C. Kunz
Domenico A. Ruggiero
Marcella Solomon
Rodney Sorrell
Carolina
Stacy N. Powers
Central Florida
Richard E. Griswold
Greater New Orleans
Robert D. Christ
Raymond V. Vogel
No Section Assignment
Eric C. Booth

Northwest Florida
David Eaton
Palm Beach
David Clark
David Doughty
Savannah
Luis F. DaSilva
Region III
Dayton/Cincinnati
Douglas R. Becker
Curt R. Cosenza
Andrew J. Dreikosen, Sr.
Krishnamoorthy Kalyanam
Lyle H. Kelly
Timothy J. Sweeney
Illinois
Mark D. Brandyberry
Indiana
Michael Alto
George A. Pontones
David M. Schatzman
Michigan
Sumeet Parashar
Santosh Tiwari
Wisconsin
John Hoschette
Region IV
Albuquerque
Kyle C. Gleichmann
William E. Kramer
Edward J. Masterson
Houston
Thomas R. Bailey
Michael E. Bain
Angela R. E. Beck
Ronald Boyd
Thomas Bryan
Jeff Carr
Ardis M. Clinton
Kathleen M. Coderre
William P. Huebner
Karen J. Johnson
Julie Linsey
John Mulholland
Franklin E. Sager
Chris Smith
Michael Van Sickle
Jennifer E. Wells
Christine J. Zadroga-Cloudt
Weihang Zhu
No Section Assignment
Michael Reynolds
North Texas
Fernando Castellanos
Jeanette M. Elliott
Keenan Roach
Itash Samani
Tim Woods
Southwest Texas
Steven Fendley
Richard J. Phillips
White Sands Space Harbor
Kenneth D. Osborne
Region V
Iowa
Bradley R. Mickelson
Sharif Rahman
Rocky Mountain
Matthew R. Allen
Emma M. Birath
Michael Bosack
Stephane A. Eisen
Bryan Helgesen
Clay Hubbs
Clency Lee-Yow
Erich C. Nowe
Wesley J. Ryan
Bradley J. Schneider
George Stafford
Ben Stopnitzky
Jennifer Turner Valle
Twin Cities
Ronald Beck
Erik G. E. Lindquist
Wichita
Charles E. McGrath
Gene W. Paulsen
Lynn M. Unrau
Region VI
Antelope Valley
Andrew Nelson
Harry Selby
Los Angeles
Katherine Alston
Aurthur Alves
Kirstin Brost
Daniel Calvo
Bob Day
Dustin Doud
William G. Hart
Robert A. Hickman
Kyle B. Hott
Robert Kay
Micah Kecman
Eiichi Matsutani
James F. Mitchell
Michael Moore
Gina Oleas
Travis Slocumb
Daniel P. Sulllivan
Joseph D. Titlow
Dale A. Winton
Orange County
Kevin R. Elmer
David J. McCormick
Frank A. Slazer
Pacific Northwest
Jared Abodeely
Paul G. Applewhite
Don C. Bateman
Shad Combs
Russell J. Hannigan
Emily R. Hickey
Ron Hinderberger
Keith Leverkuhn
Perry A. Meyer
James M. Ogonowski
Alexandru I. Stere
George Veryioglou
Phoenix
Haowei Bai
Byron Birkedahl
David W. Duke
Elizabeth A. Pierotti
Mark Villela
Sacramento
James W. Ellinthorpe
John W. Schwartz
Marvin Young
San Diego
Richard P. Hora
Richard A. Vander Meulen
William T. Walker
Gary Yamashita
San Fernando Pacific
Larry Trager
San Francisco
Watson Attai
Patricia Feingold
Anthony C. Flarisee
Susan Hinton
William Hreha
Kevin D. Kerns
Ji-Fu Ma
Matthew Mainini
Cathy Pavlakovich
Michaela Rubala
Varun Sakalkar
Dennis H. Semler
Timothy M. Shroyer
Jane Stuart
Richard Stuart
Gregg S. Taylor
Stojan Trajkov
Charles J. Voboril, I
San Gabriel Valley
Tom McCarthy
George B. Steiner
Chris Thayer
Tucson
Keith R. Vander Putten
Region VII
Adelaide
David J. Burnard
Australia
Jesper Bronsvoort
Robby Kristionho
Yen Ha Le Nguyen
Brazil
Bernardo W. Benedini
Tiago Bortolotto
Fernando M. Catalano
Carlos H. F. dos Santos, Sr.
Jos A. S. Pontarolli
Victor K. Shigueoka
Canada
Eric Amyotte
Ryan P. Henderson
Richard Paiement
Mark Wu
Jacob Yang
China (PRC)
Toshifumi Hirooka
Tian Zhengyu
France
Bruno Chazal
Loic Gaudic
Didier Le Boulchm
Claude Lelaie
Mohamed S. Mrabet
Oriol Vidal
Avraham E. Mansoor
Baruch Mevorach
Moshe Natanson
Avraham Navot
Zohar Sar Shalom
Moshe Trester
Yoav Turgeman
Italy
Alberto Clarich
Paolo Maggiore

Japan
Makoto Asaba
Masayuki Eguchi
Koji Funo
Shinsuke Gomi
Jing Han
Mitsuharu Harayama
Keiichi Hatakeyama
Hitoshi Hirai
Tomomi Hirai
Naoya Hiraki
Yukio Hirako
Yoshishige Hori
Takamitsu Horinouchi
Koshi Igari
Makoto Ikeda
Hiroo Inoue
Kiyoshi Ishii
Hirotsugu Ishiyama
Kenji Isoda
Marc Wetterwald
Pierre M. Yvart
Germany
Mehdi Doosttalab
Kolja Elssel
Thomas Kuhn
Pascal Matura
Rolf Nicolay
Eike Rehwald
Great Britain
Cesar Gonzalez-Murillo
Timothy Humphries
William T. McEwan
Stephen Naunton
Danielle S. Soban
Paul X. Williams
India
Manikandan Ganapathy
Visnesnaran Karunanithi
Atul B. Patil
Krishna M. Singh
Manoranjan Sinha
Iran
Behrouz Ebrahimi

Israel
Ilya Ackerman
Victor Fainstein
Yoram I. Lipovsky
Shinichi Iwamoto
Kazuhiro Izui
Kenichi Kambe
Kazuo Kawashima
Eiji Kimoto
Kiyoshi Kobayashi
Yoji Kobayashi
Kazuyuki Kumagai
Hiroshi Kuronuma
Fumio Kyuma
Tohru Maekawa
Asao Maki
Masatoshi Manabe
Shinichi Manako
Masahiro Matsumura
Yutaka Mihori
Atsushi Minamigata
Tetsuo Mishima
Yoshiki Morino
Hideyasu Nagashima
Hisao Nagata
Tomoki Nakagawa
Ken Nakajima
Yosuke Nakano
Osamu Naruse
Eiji Nishikawa
Kosaburo Nishime
Kiyotomo Nojima
Wataru Ochi
Naoko Ogawa
Yoshie Ogura
Tomohiko Otani
Nobuyuki Otsubo
Atsuo Ozaki
Jun Saito
Yuichi Sato
Hisao Shigematsu
Masashi Shikauchi
Naoki Shintani
Hiroki Shukuya
Masahiko Sugiura
Takahiro Sumi
Yasuyuki Sumida
Yoshinori Suzuki
Yusuke Suzuki
Yu Takahashi
Kotaro Takenaga
Kaoru Tamura
Tsuyoshi Tanaka
Fumiaki Tominaga
Kenjiro Tonegawa
Naoyuki Tsunoda
Natsuki Uchimura
Kazumasa Uda
Kunio Uzawa
Toshio Wakayama
Takayuki Yamada
Malaysia
Su Wai Ng
Malta
Roger Archer
Nigeria
Rasheed O. Durojaye
Lanre I. Oluwatoyin
Poland
Henryka T. Bochniarz
South Korea
Young K. Chang
Jae Lee
Chang W. Nam

Spain
Ana Diaz
Sydney
Edward W. Terry

The Netherlands
Massimo Bandecchi
Ali Khani
Mike van Lankveld
Turkey
Murat Onder
Lutfi Senkurk

United Arab Emirates
Sachin Nithyan

47 January
2011
Orlando World Center Marriott
Orlando, Florida
7 Januar
2011
do World Center Ma
Orlando, Florida
49th AIAA Aerospace
Sciences Meeting
Including the
New Horizons Forum
and
Aerospace Exposition
A
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in
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e
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y
Early Bird Registration Deadline:
6 December 2010
www.aiaa.org/events/asm
German Development of the Swept Wing
19351945
Edited by Hans-Ulrich Meier
Library of Flight
ISBN: 978-1-60086-714-9
List Price: $89.95

Test and Evaluation of Aircraft Avionics and
Weapons Systems
Robert McShea
ISBN: 978-16008-760-6
List Price: $149.95

Fundamentals of Aircraft and Airship Design,
Volume I: Aircraft Design
L. Nicolai and G. Carichner
ISBN: 978-1-60086-751-4
List Price: $119.95

Cooperative Path Planning of Unmanned Aerial
Vehicles
Antonios Tsourdos, Brian White, and Madhavan
Shanmugavel
Progress in Astronautics and Aeronautics Series, Vol. 235
November 2010, 216 pages, Hardback
ISBN: 978-1-60086-779-8
List Price: $124.95
Design and Analysis of Composite Structures:
With Applications to Aerospace Structures
Christos Kassapoglou
December 2010, 328 pages, Hardback
ISBN: 978-1-60086-780-4
List Price: $104.95
New and
Forthcoming Titles
Emergence of Pico- and Nanosatellites for
Atmospheric Research and Testing
Purvesh Thakker and Wayne Shiroma
Progress in Astronautics and Aeronautics Series, 234
ISBN: 978-1-60086-768-2
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Principles of Flight Simulation
David Allerton, University of Sheffield
ISBN-13: 978-1-60086-703-3
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Multiple Scales Theory and Aerospace Applications
Rudrapatna V. Ramnath
ISBN: 1-60086-762-0
List Price: $99.95

Unmanned Aircraft Systems: UAVS Design,
Development and Deployment
Reg Austin
ISBN: 978-1-60086-759-0
List Price: $124.95

SKYCRANE: Igor Sikorskys Last Vision
John A. McKenna
Library of Flight
2010, 128 pages, Paperback
ISBN: 978-1-60086-756-9
AIAA Members: $29.95
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View complete descriptions and
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Encyclopedia of Aerospace Engineering:
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Richard Blockley and Wei Shyy,
University of Michigan
ISBN-13: 978-0-470-75440-5
List Price: $3,750.00
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Good through 31 January 2011
Synopsis
For the past 13 years, the Federal Aviation Administration (FAA) Office of Commercial Space Transportation has hosted the
Commercial Space Transportation Conference in the Washington, DC, metropolitan area. 2011 marks the 14th year that this confer-
ence will provide a forum for policymakers and technical experts to share their insights and discuss developments in commercial space
transportation and other related industries. AIAA, the worlds largest technical society dedicated to the aerospace profession, is proud to
cosponsor this event for the third year in a row.
Conference panel sessions have been organized into four tracks:
Track I: Commercial Space Transportation Research and Development Activities
The Commercial Space Transportation Research and Development Activities track of sessions is intended to give an overview of
the R&D work being led by the FAA Office of Commercial Space Transportation (AST). ASTs fiscal year 2010 (FY10) budget saw a
sizable increase of $3 million over ASTs nominal annual R&D budget of $23 million. This additional funding was the result of two
major events: 1) $974,000 was provided as congressionally-directed funding resulting in the creation of the Embry-Riddle Aeronautical
University (ERAU) Space Research Initiative; and 2) FAA Administrator Randy Babbitt concurred on the creation of a Center of
Excellence (COE) for Commercial Space Transportation (CST), to be directed by AST, which was awarded to two teams of universities
led by New Mexico State University and Stanford University. The R&D activities within AST are broken into four major research areas:
1) Space Traffic Management; 2) Launch Vehicle Safety; 3) Human Spaceflight; and 4) Industry Viability. This track will provide a back-
ground of, and highlight the work underway in, each of these research institutions.
Track II: Private Commercial Space Market Segments
The space industry, also known as Commercial Space, is comprised of four major sectors: 1) launch infrastructure; 2) space systems
R&D and manufacturing; 3) space systems operations; and 4) end-user applications. Each of this tracks three panel sessions will focus
on a dynamic emerging market segment in the launch infrastructure industry sector that will service nongovernmental (not civil, not
military, but private) customers. These market segments include: 1) orbital launch vehicles (both human-rated and for cargo/scientific
payloads); 2) suborbital flight vehicles for cargo and scientific payloads; and 3) human carrier vehicles (specifically for carrying humans
to orbit, including capsule and non-capsule designs).
Track III: Government Customers for Commercial Space
The U.S. government has proven to be a major customer in both the established as well as emerging market segments of com-
mercial space. The most striking example of how the U.S. government supports an established commercial space market segment is
provided by the Department of Defense (DoD). On the average, the DoD is an important end user in the satellite communications mar-
ket, buying a major fraction (often estimated at approximately 80%) of its required communications capability in the same way a private
customer would. Another U.S. government customer is the National Oceanographic and Atmospheric Administration (NOAA), which has
been investigating how it can purchase space weather data for the past few years. In specific emerging commercial space market seg-
ments, NASA has been very supportive, with a number of acquisition strategies intended to accelerate certain capabilities that can help
the agency meet its mission goals. This track of two panel sessions will look at various U.S. government customers (specifically, NASA
and other U.S. government organizations) that focus on various important emerging commercial space market segments.
Track IV: Hot Topics in Commercial Space Regulation
As the established and emerging commercial space markets are driven to maturity by private and government customers, new capa-
bilities appear and develop in response. These capabilities give rise to a number of interesting topics that require discussion and delib-
eration by the affected communities, which in turn identify a set of trivial and nontrivial issues to be resolved. After the easy disposition
of the trivial issues, the group must focus on solving the hard problems that remain. Two such challenges that confront the emerging
commercial space sector are the topics of the panel sessions in this conference track: 1) spaceport standards and regulations; and 2)
human spaceflight regulations.
14th Annual FAA Commercial
Space Transportation Conference

910 February 2011
Walter E. Washington Convention Center
Washington, DC
Special Events
Welcome Reception
There will be a welcome reception on Wednesday, 9 February, 17301900 hrs, at the Walter E. Washington Convention Center. The
cost of the reception is included in the registration fee where indicated. Additional tickets may be purchased upon registration or at the
AIAA on-site registration desk.
Luncheons
Luncheons with keynote speakers will be held Wednesday and Thursday, 9 and 10 February, 12301345 hrs, at the Walter E.
Washington Convention Center. The cost of the luncheons is included in the registration fee where indicated. Additional tickets may be
purchased upon registration or at the AIAA on-site registration desk.
Co-sponsored by AIAA
Executive Chair
George C. Nield
Associate Administrator for Commercial Space Transportation
Federal Aviation Administration (FAA)
General Chair
Ken Davidian
Office of Commercial Space Transportation
FAA
Continental Breakfasts
Continental breakfasts for conference attendees will be avail-
able Wednesday and Thursday mornings at 0800 hrs.
Networking Coffee Breaks
Networking coffee breaks for conference attendees will be
held Wednesday and Thursday in the morning and afternoon.
Times are indicated in the program.
Registration Information
AIAA is committed to sponsoring world-class conferences on
current technical issues of the day in a safe and secure environ-
ment. As such, all delegates will be required to provide confer-
ence registrars with identification prior to receiving a conference
badge and associated materials. All delegates must provide a
valid photo ID (drivers license or passport) when they check in.
Students are also required to show a valid student ID. We thank
you for your participation and look forward to a continued pro-
gram of excellence in safe and secure environments.
All participants are urged to register online at www.aiaa.org/
events/ast. Registering in advance saves conference attendees
up to $125. A check made payable to AIAA or credit card infor-
mation must be included with your registration form. A PDF reg-
istration form is also available on the AIAA Web site. Print, com-
plete, and mail or fax the form with payment to AIAA. Address
information is provided.
Early-bird registration forms must be received by 10 January
2011, and standard registration forms will be accepted until 4
February 2011. Preregistrants may pick up their materials at
the advance registration desk. All those not registered by 4
February 2011 may do so at the on-site registration desk.
Cancellations must be received no later than 24 January
2011. There is a $100 cancellation fee. Registrants who cancel
beyond this date or fail to attend the conference will forfeit the
entire fee. For questions, please contact Sandra Turner, confer-
ence registrar, at 703.264.7508 or sandrat@aiaa.org.
Registration fees are as follows:
Early Standard On-Site
By 10 Jan 11 Jan4 Feb On-Site
Option 1: Full Conference
AIAA Member or
Government $525 $575 $650
Nonmember $525 $575 $650
Includes sessions, Wednesday and Thursday luncheons, and
Wednesday welcome reception. Nonmember rate does not
include AIAA membership.
Option 2: Full-Time Undergraduate Student
$20 $30 $40
For AIAA Member or Nonmember: Includes sessions only.
Nonmember rate does not include AIAA membership.
Option 3: Full-Time Graduate or Ph.D. Student
$60 $70 $80
For AIAA Member or Nonmember: Includes sessions only.
Nonmember rate does not include AIAA membership.
Option 4: Full-Time AIAA Retired Member
$40 $50 $60
Includes sessions, Wednesday and Thursday luncheons, and
Wednesday reception.
Option 5: Discounted Group Rate
$473 per person $473 per person
10% discount off AIAA member rate for 10 or more persons from
the same organization who register and pay at the same time
with a single form of payment. Includes sessions and all catered
events. A complete typed list of registrants, along with completed
individual registration forms and a single payment, must be
received by the preregistration deadline of 4 February 2011.
Extra Tickets
Wednesday Welcome Reception $85
Wednesday Luncheon $55
Thursday Luncheon $55
On-Site Registration Hours
On-site registration will be held as follows:
Wednesday, 9 February 2011 08001700 hrs
Thursday, 10 February 2011 08001700 hrs
Parking and Metro Information
Public parking is available around the Walter E. Washington
Convention Center. Fees vary per facility. Please check the
convention center Web site, www.dcconvention.com, for infor-
mation. The Mt Vernon Sq/7th St-Convention Center Metro
station (yellow and green lines) is the nearest station to the
convention center.
Certificate of Attendance
Certificates of Attendance are available for attendees who
request documentation at the conference itself. Please request
your copy at the on-site registration desk. AIAA offers this ser-
vice to better serve the needs of the professional community.
Claims of hours or applicability toward professional education
requirements are the responsibility of the participant.
Special Meeting Held in Conjunction with the Conference
FAA Regulatory Workshop
If sufficient interest is shown beforehand, the FAA Office
of Commercial Space Transportation will conduct a day-
long regulatory workshop on Friday, 11 February, entitled
Commercial Space Transportation Regulations (14 CFR
Part 400 Ch. III). This workshop will cover safety approvals,
experimental permits, licensing, and other regulatory topics
of interest as they apply to the commercial space industry.
Expert lectures and extensive periods of audience participa-
tion will provide attendees with an in-depth background of
the U.S. regulatory environment. This workshop is a must
for interested industry members, as well as for the U.S.
citizen planning to conduct launch and/or reentry operations
anywhere in the world, or anybody planning to conduct such
operations within the United States. Those interested in
attending such a workshop should RSVP to Ken Davidian at
ken.davidian@faa.gov by 18 January 2011.
For complete conference information,
visit the Web site at www.aiaa.org/events/ast.
Wednesday, 9 February
0900 hrs
Opening Remarks
Speaker: George C. Nield, Associate Administrator
for Commercial Space Transportation, Federal Aviation
Administration (FAA), Washington, DC
0915 hrs
Welcome Remarks
Speaker: The Honorable Randy Babbitt, Administrator,
FAA, Washington, DC
0945 hrs
Keynote Speaker
Speaker: Robert T. Bigelow, Founder and President,
Bigelow Aerospace, Las Vegas, NV
1030 hrs
Networking Coffee Break
1100 hrs
Track I, Panel I: Center of Excellence for Commercial
Space TransportationPart I
This conference session will provide an overview of the
Center of Excellence for Commercial Space Transportation
(COE CST) team of universities led by Patricia Hynes of New
Mexico State University (NMSU). This team consists of the fol-
lowing member universities: NMSU, Florida Center for Advanced
Aero-Propulsion, Florida Institute of Technology, New Mexico
Institute of Mining and Technology, and the University of Florida.
This session will focus on providing background and descriptions
of the NMSU teams primary areas of COE CST research.
Moderator: TBD
Track II, Panel I: Orbital Launch Vehicles
Bigelow Aerospace is a prominent private customer for launch
vehicles in the payload to orbit range of 510 tons. In 2002,
Bigelow Aerospace licensed NASA-developed technologies for
inflatable structures under a Space Act Agreement. Since then,
Bigelow Aerospace has manufactured, constructed, launched,
and been operating two technology demonstration Genesis mod-
ules that have been in orbit since 2006. The major impediment
to the companys plans for putting larger, habitable structures
into service is a reliable launch vehicle supplier for the delivery
of humans and/or cargo and other payloads. This session focus-
es on both the human and non-human orbital launch vehicle
market segments, and puts all the players of this critical emerg-
ing marketplace on stage at the same time.
Moderator: Robert T. Bigelow, Founder and President,
Bigelow Aerospace, Las Vegas, NV
1230 hrs
Keynote Luncheon
Sponsored by The Boeing Company
Speaker: Brewster H. Shaw, Vice President and General
Manager, Space Exploration, Boeing Defense, Space, and
Security, The Boeing Company, Houston, TX
1345 hrs
Break
1400 hrs
Track I, Panel II: Center of Excellence for Commercial
Space TransportationPart II
Center of Excellence for Commercial Space Transportation
(COE CST) team of universities led by Stanford University
professor emeritus Scott Hubbard. This team consists of the
following member universities: Stanford University, Colorado
University at Boulder, and the University of Texas Medical
Branch at Galveston. This session will focus on providing back-
ground and descriptions of the Stanford teams primary areas of
COE CST research.
Moderator: TBD
Track II, Panel II: Suborbital Flight Vehicles for Cargo and
Scientific Payloads
One of todays most dynamic emerging commercial market
segments involves suborbital flight vehicles, because a relatively
large number of companies are focusing on both human and
scientific payloads that are not size-constrained by a sound-
ing rocket fairing, and all are at various stages of building or
flight-testing actual vehicles. One reason for this level of market
segment maturity and speed of development is undoubtedly
the stimulus provided by various NASA programs, including
the Northrop Grumman Lunar Lander Challenge (part of the
Centennial Challenges prize program) and, more recently, the
Commercial Reusable Suborbital Research (CRuSR) program.
This panel session will provide an in-depth overview of all the
competitors in these fast-moving market segments, and focus
on the private customers these vehicle suppliers and operators
hope to attract.
Moderator: Alan Stern, Vice President of Research at the
Southwest Research Institute, Chairman of the Commercial
Spaceflight Federations Suborbital Applications Research
Group (CSF SARG), organizer of the annual Next-Generation
Suborbital Research Conference, and paid consultant to Blue
Origin (New Shepard), Boulder, CO
1530 hrs
1600 hrs
Track I, Panel III: ERAU Spaceflight Research Initiative
Space Research Initiative (SRI) created at the Embry-Riddle
Aeronautical University (ERAU) as a result of congressionally-
directed funding. SRI is directed by Christina Frederick-
Recascino, the ERAU Vice President for Research and Assistant
to the President. This session will focus on providing background
and descriptions of the ERAU SRIs primary areas of commercial
space transportation research.
Moderator: TBD
Track II, Panel III: Human Carrier Vehicles
In addition to Bigelow Aerospace, another prominent private
customer for orbital human transportation to low Earth orbit is
Space Adventures. Space Adventures has arranged for eight
private citizens to spend time in the International Space Station
and has openly discussed the possibility of flights around the
moon for private customers, thereby creating a potential demand
Preliminary Program
The 2011 conference program is comprised of four tracks: (I) Commercial Space Transportation Research and Development
Activities; (II) Private Commercial Space Market Segments; (III) Government Customers for Commercial Space; and (IV) Hot Topics in
Commercial Space Regulation. Visit www.aiaa.org/events/ast for the most up-to-date list of speakers and program information.
ing to answer, and their philosophies on moving toward a com-
mon set of spaceport standards and regulations to better serve
the emerging commercial space industry.
Moderator: TBD
1230 hrs
Keynote Luncheon
Speaker: Michael C. Gass, President and Chief Executive
Officer, United Launch Alliance, Centennial, CO
1345 hrs
Break
1400 hrs
Track III, Panel II: DoD/NOAA as the Customer
History has shown that the U.S. government, most notably
the Department of Defense (DoD), has played a vital role in
developing the commercial space sector. Quoted most often is
the reliance by the U.S. military on commercial satellite service
providers for a large fraction (often stated at 80%) of their com-
munications needs. At the same time, DoD has also come to
rely upon commercial remote sensing companies, which have
been providing imaging of the Earths surface in the Electro-
Optical (E-O), Infrared (IR), and radar spectrums. Other gov-
ernment customers, such as the National Oceanographic and
Atmospheric Administration (NOAA), have been investigating
commercial services for space weather data to improve their
ability to monitor near-Earth conditions and provide early-warn-
ing for cosmic events such as radiation storms.
Moderator: Joseph Rouge, Director, National Security Space
Office, Arlington, VA
Panelists: TBD
Track IV, Panel II: Human Spaceflight Regulations
Private and civil customers have been identified that consti-
tute a demand for human transportation services to low Earth
orbit provided by the private sector. NASA has a long history
of making safety evaluations to ensure (to the greatest pos-
sible extent) the safety of any astronauts flown in their vehicles.
However, regulator authority for ensuring the safety of human
crew on commercial spaceflights was given by Congress to
FAA AST in the Commercial Space Launch Amendments Act
of 2004. Regulatory authority for spaceflight participants (non-
crew) on commercial spaceflights has also been given to AST
by Congress, but that authority will take effect no sooner than
2012. So, given NASAs extensive history, and FAA ASTs legal
authority, whos writing the ultimate rules that will determine
whether a vehicle (whether suborbital or orbital) is safe enough
to carry humans, especially non-crew?
Moderator: Jim van Laak, Deputy Associate Administrator for
Commercial Space Transportation, FAA, Washington, DC
1530 hrs
1600 hrs
Keynote Speaker
Speaker: TBD
1645 hrs
Closing Remarks
Speaker: George C. Nield, Associate Administrator for
Commercial Space Transportation, FAA, Washington, DC
for human carrier vehicles (whether they be capsules or other
designs, such as the lifting body). The success of the poten-
tial market that Space Adventures is pursuing, like Bigelow
Aerospace, depends entirely on the successful emergence of a
human carrier vehicle market segment. This session focuses on
the vehicles required to transport humans into space, and puts
all the players of this important emerging marketplace in the
spotlight for a discussion of promises and expectations.
Moderator: TBD
1730 hrs
Welcome Reception
Thursday, 10 February
0900 hrs
Keynote Speaker
Speaker: The Honorable Charles F. Bolden Jr., Administrator,
NASA, Washington, DC (invited)
0945 hrs
Keynote Speaker
Speaker: Joe Engle, former X-15 pilot and shuttle astronaut,
Houston, TX
1030 hrs
1100 hrs
Track III, Panel I: NASA as the Customer
An unmistakable fact of the emerging commercial space
market is that it would not be nearly as mature as it is today
had it not been for a substantial amount of government financial
support, predominantly from NASA. Despite the relative inexperi-
ence of various Earth-to-Orbit launch vehicle companies in 2005,
NASA was able to provide initial support (amounting to some
$500 million) by initiating the Commercial Orbital Transportation
Services (COTS) program. This program was able to find align-
ment between NASAs mission needs and the promised capa-
bilities of the emerging companies. After the COTS companies
were able to make some progress, the Commercial Resupply
Services (CRS) contract was awarded to the COTS companies
to support the International Space Station (ISS). This added
$3.6 billion more into the COTS companies marketplace.
More recently, two new programs, CCDEV (Commercial Crew
Development) and Commercial Crew were initiated, which
directed additional NASA funds to the important market segment
of orbital launch vehicles.
Moderator: Lynn Cline, Deputy Associate Administrator for
Space Operations, NASA, Washington, DC
Panelists: TBD
Track IV, Panel I: Spaceport Standards and Regulations
As the number of maturing suborbital and orbital launch vehi-
cle companies increases, so does the need for spaceports. The
viability of the industry will be affected directly by interchange-
able launch facility operations and interfaces. A sensible and
intelligent set of spaceport standards and regulations will enable
the efficient insertion of new or different launch vehicles at mul-
tiple spaceport locations, thereby allowing transportation supply
to meet the customer demand that the spaceports are designed
to attract easily. This panel will describe the status of the most
active spaceports, the questions each spaceport is currently try-
2011 AAS/AIAA Astrodynamics Specialist
Conference
31 July4 August 2011
The Hotel Alyeska
Girdwood, Alaska
Abstract Deadline: 5 April 2011
The 2011 AAS/AIAA Astrodynamics Specialist Conference
will be held 31 July4 August 2011, at the Hotel Alyeska in
Girdwood, AK. The conference is organized by the American
Astronautical Society (AAS) Space Flight Mechanics Committee
and cosponsored by the AIAA Astrodynamics Technical
Committee. Manuscripts are solicited on topics related to space-
flight mechanics and astrodynamics, including but not limited to:
Asteroid and non-Earth orbiting missions
Atmospheric re-entry guidance and control
Attitude dynamics, determination, and control
Attitude-sensor and payload-sensor calibration
Dynamical systems theory applied to space flight problems
Dynamics and control of large space structures and tethers
Earth orbital and planetary mission studies
Flight dynamics operations and spacecraft autonomy
Orbit determination and space-surveillance tracking
Orbital debris and space environment
Orbital dynamics, perturbations, and stability
Rendezvous, relative motion, proximity missions, and forma-
tion flying
Reusable launch vehicle design, dynamics, guidance, and
control
Satellite constellations
Spacecraft guidance, navigation, and control (GNC)
Trajectory/mission/maneuver design and optimization
Manuscripts will be accepted based on the quality of the
extended abstract, the originality of the work and/or ideas, and
the anticipated interest in the proposed subject. Submissions
that are based on experimental results or current data, or report
on ongoing missions, are especially encouraged.
Complete manuscripts are required before the conference.
The working language for the conference is English.
Special Sessions
Proposals are being considered for suitable special sessions,
such as topical panel discussions, invited sessions, workshops,
mini-symposia, and technology demonstrations. A proposal for a
panel discussion should include the session title, a brief descrip-
tion of the discussion topic(s), and a list of the speakers and
their qualifications. For an invited session, workshop, mini-sym-
posium, or demonstration, a proposal should include the session
title, a brief description, and a list of proposed activities and/or
invited speakers and paper titles. Prospective special-session
organizers should submit their proposals to the Technical Chairs.
Venue
Located just 40 miles from Anchorage and the Ted Stevens
Anchorage International Airport, the Alyeska Resort is near
three national parks and the Kenai Peninsula, and surrounded
by the Chugach Mountains. Information about the resort facilities
and activities can be found via http://www.alyeskaresort.com.
Breakwell Student Travel Award
The AAS Space Flight Mechanics Committee announces the
John V. Breakwell Student Travel Award. This award provides
travel expenses for up to three U.S. and Canadian students
presenting at this conference. Students wishing to apply for this
award are strongly advised to submit their completed manuscript
by the abstract submittal deadline. The maximum coverage per
student is limited to $1000. Details and applications may be
obtained via http://www.space-flight.org.
Information for Authors
Because the submission deadline of 5 April 2011 has been
fully extended for the convenience of contributors, there are no
plans to defer this deadline due to the constraints of the confer-
ence planning schedule. Due to the large number of expected
submissions, we encourage authors to submit abstracts early.
Notification of acceptance will be sent via e-mail by 10 May
2011. Detailed author instructions will be sent by e-mail following
acceptance. By submitting an abstract, the author affirms that
the manuscripts majority content has not been previously pre-
sented or published elsewhere.
Authors may access the Web-based abstract submittal sys-
tem using the link available via the official Web site: http://www.
space-flight.org. During the online submission process, authors
are expected to provide:
1) A paper title, as well as the name, affiliation, postal
address, telephone number, and e-mail address of the corre-
sponding author and each co-author,
2) An extended abstract in the Portable Document File (PDF)
format of at least 500 words that includes the title and authors,
and provides a clear and concise statement of the problem to be
addressed, the proposed method of solution, the results expect-
ed or obtained, and an explanation of its significance to astrody-
namics and/or space-flight mechanics, with pertinent references
and supporting tables and figures as necessary, and
3) A condensed abstract (100 words) to be included in the
conference program, which is directly typed into the text box pro-
vided on the Web page and avoids the use of special symbols or
characters, such as Greek letters.
Foreign contributors requiring an official letter of acceptance
for a visa application should contact the Technical Chairmen by
e-mail at their earliest opportunity.
Technology Transfer Notice
Technology transfer guidelines substantially extend the time
required to review abstracts and manuscripts by private enter-
AIAA Technical Chair
Dr. Brian C. Gunter
Physical and Space Geodesy (PSG)
Delft Inst. of Earth Obs. & Space Systems (DEOS)
Delft University of Technology
Kluyverweg 1, 2629 HS Delft, The Netherlands
+31-(0)15-2782565 +31-(0)15-2782348 FAX
E-mail: b.c.gunter@tudelft.nl
All other questions should be directed to the General Chairs:
AAS General Chair
Dr. Ryan P. Russell
Guggenheim School of Aerospace Engineering
Georgia Institute of Technology
270 Ferst Drive
Atlanta, GA 30332-0150
404.385.3342 404.894.2760 FAX
E-mail: ryan.russell@gatech.edu

AIAA General Chair
Dr. William Todd Cerven
The Aerospace Corporation
15049 Conference Center Drive Suite 600
Chantilly, VA 20151
571.307.4208 571.307.4317 FAX
E-mail: william.t.cerven@aero.org
prises and government agencies. To preclude late submissions
and withdrawals, it is the responsibility of the author(s) to deter-
mine the extent of necessary approvals prior to submitting an
abstract.
No Paper/No Podium Policy
A complete manuscript must be electronically uploaded to the
Web site prior to the conference in PDF format, be no more than
20 pages in length, and conform to the AAS manuscript format.
If a complete manuscript is not received on time, then its presen-
tation at the conference shall be forfeited; and if a presentation
is not made by an author at the conference, then the manuscript
shall be omitted from published proceedings.
Questions concerning the submission of manuscripts should
be addressed to the technical chairs:
AAS Technical Chair
Dr. Hanspeter Schaub
Aerospace Engineering Sciences Department
ECNT 321, 431 UCB
Colorado Center for Astrodynamics Research
University of Colorado
Boulder, CO 80309-0431
303.492.2767 303.492.2825 FAX
E-mail: hanspeter.schaub@colorado.edu
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Upcoming AIAA Professional Development Courses
Distance Learning Courses
1 December 201030 April 2011
Introduction to Computational Fluid Dynamics (Instructor: Klaus A. Hoffmann)
This comprehensive, three-part series of courses will prepare you for a career in the rapidly expanding field of computational fluid dynamics and fluid
turbulence. Completion of these three courses will give you the equivalent of one semester of undergraduate and two semesters of graduate work. The
courses are supported extensively with textbooks, computer programs, and user manuals. You can use the computer programs to develop your own
codes, or you may modify the existing codes for assigned applications.
Advanced Computational Fluid Dynamics (Instructor: Klaus A. Hoffmann)
The aim of this course is to extend the concepts of numerical schemes to a system of equations typically expressed in a vector form. The content of
this course is equivalent to a one-semester graduate course. Furthermore, you must have had an introductory course in CFD, e.g., the AIAA Introduction
to Computational Fluid Dynamics Course. Access to a high-end PC, workstation, or a mainframe computer, along with a FORTRAN compiler and graph-
ics, is necessary for applications. This comprehensive course will prepare you for a career in the rapidly expanding field of computational fluid dynamics
and fluid turbulence.
Computational Fluid Turbulence (Instructor: Klaus A. Hoffmann)
A course in intermediate/advanced CFD and a course in fluid mechanics at upper division undergraduate or graduate level are required. Access to
a high-end PC, a workstation, or mainframe computer, along with a FORTRAN compiler and graphics package, is necessary for applications. This com-
prehensive, three-part series of courses will prepare you for a career in the rapidly expanding field of computational fluid dynamics and fluid turbulence.
Completion of these three courses will give you the equivalent of one semester of undergraduate and two semesters of graduate work. The courses are
supported extensively with textbooks, computer programs, and user manuals. You can use the computer programs to develop your own codes, or you
may modify the existing codes for assigned applications.
89 January 2010
Free Conference Registration to the 49th AIAA Aerospace Sciences Meeting, in Orlando, Florida,
when you sign up for this Course!
http://www.aiaa.org/content.cfm?pageid=230&lumeetingid=2388&viewcon=courses
Basic Measurement Uncertainty, Methods and Applications (Instructor: Ronald Dieck)
This course is intended for scientists and engineers interested in evaluating experimental accuracy. It is in complete harmony with national and interna-
tional standards. Included are the basics of the measurement uncertainty model; statistical considerations; the concepts of systematic and random error
sources; comparison of US and ISO approaches; use of correlation; uncertainty propagation; calibration errors and more.
After this two-day course, the students will be able to apply uncertainty analysis techniques to many basic experimental test problems in order to help
achieve the test objectives more productively and at lower cost. This course assumes students have least BS degrees in engineering or science. Students
need to bring calculators or laptops.

C++ in Aerospace SimulationsHands-On Workshop (Instructor: Peter Zipfel)
This two-day workshop introduces engineers and programmers to object-oriented programming of aerospace vehicle simulations. C++ constructs like
polymorphism, inheritance, and encapsulation will be applied, while a multi-object UAV simulation is being built. To provide hands-on experience, the
course alternates between lectures and experiments. The instructor introduces C++ features together with modeling of aerodynamics, propulsion, and
autopilot, while the trainee executes and modifies the simulation. All source code and plotting programs will be provided as well as the textbook Modeling
and Simulation of Aerospace Vehicles, authored by the instructor. Participants should bring an IBM PC compatible laptop computer with Microsoft Visual
C++ 2007 (free download from MS). As prerequisites, facility with C++ and familiarity with flight dynamics is desirable. This course highlights C++ archi-
tectures of aerospace simulations and culminates in a multi-object simulation of interacting UAVs, satellites and targets, which can serve as the basis for
further development.

CFD for Combustion Modeling (Instructors: Suresh Menon and Heinz Pitsch)
The objective of the course is to provide the interested combustion engineer or researcher with the fundamentals of combustion modeling to assess a
combustion problem and to decide on the adequate models to be used in numerical simulations. The course is designed to also provide the knowledge to
implement certain models into CFD codes. The course starts with fundamentals of combustion chemistry and includes a hands-on introduction to a 0D/1D
combustion code. This is followed by a brief introduction to statistical models and turbulence modeling. A comparative overview of the most commonly
used combustion models will be given next. Implementation issues and application examples will be discussed. Special topics include combustion insta-
bilities, combustion in aircraft engines, and high-speed combustion.
Modern Design of Experiments (Instructor: Richard DeLoach)
Aerospace researchers with considerable subject-matter expertise who have had relatively little formal training in the design of experiments are often
unaware that research quality and productivity can be substantially improved through the design of an experiment. Reductions in cycle time by factors of
two or more in real-world aerospace research programs, with quality improvements of that same order, have resulted from the application of fundamental
experiment design techniques taught in this course. Examples drawn from specific studies will quantitatively illustrate resource savings, quality improve-
ments, and enhanced insights that well-designed experiments have delivered in various university, government, and industry aerospace programs.
Computer software CDs included with the course (Design Expert) will be demonstrated.
Perturbation Methods in Science and Engineering (Instructor: Joe Majdalani)
Perturbation Methods in Science and Engineering is a must for all engineers and scientists aspiring to develop theoretical solutions to accompany their
numerical and/or experimental work, irrespective of their research discipline. The majority of problems confronting engineers, physicists, and applied
mathematicians encompass nonlinear differential/integral equations, transcendental relations, equations with singularities/variable coefficients, and com-
plex boundary conditions that cannot be solved exactly. For such problems, only approximate solutions may be obtained using either numerical and/
or analytical techniques. Foremost amongst analytical approximation techniques are the systematic methods of asymptotic perturbation theory. Unlike
numerical solutions that can be acquired using canned packages and/or commercial solvers, the ability to derive closed-form analytical approximations to
complex problems is becoming a lost art. Numerical solvers are routinely relied on to the extent that mastery of approximation methods is becoming not
only a desirable tool, but rather a must among engineers and scientists, especially those aspiring to establish new theories and/or achieve deeper physi-
cal insight than may be gained on the basis of numerical modeling alone.
Sustainable (Green) Aviation (Instructor: Ramesh K. Agarwal)
The titles Sustainable Aviation or Green Aviation are recently being used with increasing frequency to address the technological and socioeconomic
issues facing the aviation industry to meet the environmental challenges of twenty-first century. Air travel continues to experience the fastest growth among
all modes of transportation, especially due to many-fold increase in demand in major developing nations of Asia and Africa. It is forecasted that by 2025,
27,200 new airplanes worth $2.7 trillion would be needed. As a result of threefold increase in air travel by 2025, it is estimated that the total CO2 emission
due to commercial aviation may reach between 1.2 billion tonnes to 1.5 billion tonnes annually by 2025 from its current level of 670 million tonnes.
Systems Requirements Engineering (Instructor: John C. Hsu)
Requirements analysis and specification development are the most important contribution at the onset of a program/project. It will set a corrective direc-
tion to guide the program/project, preventing the later-on redesign and rework. This course will help familiarize you with an effective method for defining a
set of requirements of a system. The focus is on the initial problem space definition, defining user needs, concept of operations, systems, segment, sub-
system requirements, and architecture. Gain an understanding of the following requirements of engineering activities: elicitation of requirements, system
requirements analysis, requirements integration, interface requirements and control, functional analysis and architecture, requirements management, and
verification and validation of requirements. Learn about the principles and characteristics of organizing a well-written requirements and specifications.
Verification and Validation in Scientific Computing (Instructors: William Oberkampf and Christopher Roy)
The performance, reliability, and safety of engineering systems are becoming increasingly reliant on scientific computing. This short course follows
closely the instructors new book Verification and Validation in Scientific Computing to be published by Cambridge University Press in 2010. The course
deals with techniques and practical procedures for assessing the credibility of scientific computing simulations. It presents modern terminology and effec-
tive procedures for verification of numerical simulations and validation of mathematical models that are described by partial differential or integral equa-
tions. The approaches presented are applicable to commercial, corporate, government, and research computer codes. While the focus is on scientific
computing, experimentalists will benefit from the discussion of techniques for designing and conducting validation experiments. A framework is provided
for incorporating various error sources identified during the verification and validation process into the total simulation prediction uncertainty. Application
examples are primarily taken from fluid dynamics, solid mechanics, and heat transfer.
Distance Learning Courses
1 February31 July 2011
Introduction to Spaceflight (Instructor: Francis J. Hale)
The emphasis throughout the course will be on fundamental concepts and analytical expressions rather than on cookbook and detailed numerical solu-
tions. Upon conclusion of the course, participants will be able to plan a geocentric or interplanetary mission to include the determination of suitable trajec-
tories, the approximate velocity budget (the energy required), the approximate weight (mass) and number of stages of the booster, and the problems and
options associated with the terminal phase(s) of the mission.
Fundamentals of Aircraft Performance and Design (Instructor: Francis J. Hale)
This course will give participants an introduction to the major performance and design characteristics of conventional, primarily subsonic, aircraft. At the
end of the course, participants will be able to use the physical characteristics of an existing aircraft to determine both its performance for specified flight
conditions and the flight conditions for best performance. Participants will also be able to take a set of operational requirements and constraints and per-
form a feasibility design of an aircraft that should satisfy both the requirements and constraints. This course is ideal for anyone who is interested in or has
any involvement with aircraft (and uninhabited aerial vehicles [UAVs]) to include such people as pilots, flight planners, operations personnel, air traffic con-
trollers and supervisors, aircraft designers, fixed base operators, maintenance people, and other aviation aficionados.
2728 March 2011
Free Conference Registration to the AIAA Infotech@Aerospace Conference, in St. Louis, Missouri,
when you sign up for this Course!
http://www.aiaa.org/content.cfm?pageid=161&lumeetingid=2325
Electro-Optical Systems For Aerospace Sensing Applications (Instructor: Tim Howard)
This course will provide an introduction to electro-optical systems for practicing aerospace engineers. It is oriented toward non-specialists in electro-optics
(EO), such as systems engineers, specialists in related disciplines (such as computer/software, electrical, and mission planning), as well as others who
must integrate and interact with EO payloads. It will cover basic EO design principles, methods for predicting and assessing performance, current topics
in airborne, ground-based, and space-based EO systems, and applications to unmanned and networked systems including unmanned sensor networks.
Systems engineers, program managers, payload specialists, mission planners, and subsystem design engineers who must work with and interface to EO
systems will benefit from this course. The course assumes that attendees will have a basic undergraduate degree in a technical field but does not require
specialization in any optics-related field.
B1210
2
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DISTANCE LEARNING COURSES (1 DEC30 APR)
Early Bird by 1 Nov 10 After 1 Nov 10
Introduction to Computational Fluid Dynamics
$1140 $1240 $1250 $1350
Advanced Computational Fuid Dynamics
$1190 $1290 $1300 $1400
Computational Fluid Turbulence
$1245 $1345 $1350 $1450
COURSES OFFERED AT AEROSPACE SCIENCES MEETING
Attend any professional development course and receive free registration to the conference sessions only
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Basic Measurement Uncertainty, Methods and Applications
$895 $1020 $995 $1120 $1095 $1220
Modern Design of Experiments
$895 $1020 $995 $1120 $1095 $1220
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$895 $1020 $995 $1120 $1095 $1220
CFD for Combustion Modeling
$895 $1020 $995 $1120 $1095 $1220
Perturbation Methods in Science and Engineering
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Sustainable (Green) Aviation
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Systems Requirements Engineering
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DISTANCE LEARNING COURSES (1 FEB31 JUL)
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Introduction to Spaceight
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for possible publication in one of the Institutes archival journals:
AIAA Journal; Journal of Aircraft; Journal of Guidance, Control, and
Dynamics; Journal of Propulsion and Power; Journal of Spacecraft
and Rockets; Journal of Thermophysics and Heat Transfer; or
Journal of Aerospace Computing, Information, and Communication.
The transition from WriteTrack to ScholarOne Manuscripts
(Thomson Reuters) will be completed in 2010. Information about
the transition is available on the WriteTrack home page.
Speakers Briefing
Authors who are presenting papers, session chairs, and co-
chairs will meet for a short briefing at 0700 hrs on the mornings
of the conference. Continental breakfast will be provided. Please
plan to attend only on the day of your session(s). Location will
be in final program.
Speakers Practice
A speaker practice room will be available for speakers wishing
to practice their presentations. A sign-up sheet will be posted on
the door for half-hour increments.
Timing of Presentations
Each paper will be allotted 30 minutes (including introduction
and question-and-answer period) except where noted.
Committee Meetings
Meeting room locations for AIAA committees will be posted
on the message board and will be available upon request in the
registration area.
Audiovisual
Each session room will be preset with the following: one LCD
projector, one screen, and one microphone (if needed). A 1/2
VHS VCR and monitor, an overhead projector, and/or a 35-mm
slide projector will only be provided if requested by presenters on
their abstract submittal forms. AIAA does not provide computers
or technicians to connect LCD projectors to the laptops. Should
presenters wish to use the LCD projectors, it is their responsibil-
ity to bring or arrange for a computer on their own. Please note
that AIAA does not provide security in the session rooms and
recommends that items of value, including computers, not be left
unattended. Any additional audiovisual requirements, or equip-
ment not requested by the date provided in the preliminary con-
ference information, will be at cost to the presenter.
Standard Information for all AIAA Conferences
This is general conference information, except as noted in the individual
conference preliminary program information to address exceptions.
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ROBERT WALL, in Aviation

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